Dear friends, pls feel free to add questions and answers :)

1.Precautions while loading sulphur,Sulphur loading next port how will u prepare hold.?
Sulphur is toxic in nature and easily inflammable, when it burns it gives off sulphur dioxide. It
combines with salt water to produce H2SO4.
Hazards with sulphur: FIRE, DUST EXPLOSION , CORROSION.
A. No loose metal objects in the hold, bilge covers lashing gear etc.
B. FW hoses to be rigged on deck.
C. Sulphur dust can cause an explosion ,cargo has to be wetted.
D. Sulphur to be loaded wet to prevent evolution of dust.
E. Due to the moisture content in the cargo hold will corrode very easily so prior loading liberal
coating of lime is required.
2. While picking up a heavy lift, vsl lists heavily.Action.
Definition for heavy lift:
The transportation, handling and installation of heavy items which are indivisible, and of
weights generally accepted to be in the range of 1 ton to over 1000 tons and of widths/heights
of more than 100 meters that are too large to fit into normal containers or onto conventional
transporters. These oversized items are transported from one place to another (sometimes
across country borders) then lifted or installed into place. Characteristic for heavy lift goods is
the absence of standardization which requires an individual transport planning.
Precaution to load Hea y lift
All gear inspected prior use, all wires blocks to be checked for any defects, sheaves examined
for free rotation. All gear selected of adequate SWL. Allowance should b made for the weight
lifted plus the purchase weight. The ship has to have an adequate GM as the G rises to the
derrick head when the weight is lifted. Negative GM must be avoided and FSE shud be
minimum. Vessel initially upright , moorings taut , Gway off the jetty barges and crafts cast off
if not involved in the operation. Steadiying lines attached to the lift.
3.Vsl gets grounded at bow. How to refloat. - He expects the word Ground Tackle.
4.Precaution b4 refloating vsl after drydocking.
1. Bottom plugs secured in place, Tank manholes secured in place.
2. Vessels stability condition to be same as when you entered the dock.
3. Vessel to be upright and no list, small trim adequate +ve virtual GM.
4. Check if all sacrificial anodes in place (both in tanks and on hull).
5. Time flooding commenced (to be after the time of signing the Authority to Flood certificate)
6. Sea chest gratings should be fitted and openings checked.
7. Check for all markings on hull completed.
8. Logs and sounder probes checked
9. All DD rubbish removed.
10. Rudder transom space checked and manhole boxed up.
11. Bitter end connection anchor housing and chain locker door checked.
12. Gyro to be started prior to flooding dock.
13. Prior to forward end coming off the block stoop flooding and checks to be carried out for
leaks.
5.Precauitons when vsl gets disabled.

6.Where u get load density of deck? Stability booklet

7.What is emergency anchoring.Explain.
8. Precautions while carrying Concentrate? (Also asked like this) Hazards and precaution
carrying Concentrates? What is concentrates?
Hazards of concentrates: HIGH DENSITY, DRY SHIFT( below TML),WET SHIFT(above TML),
SPONTANEOUS COMBUSTION.
A. Cargo work should not be carried out during rain.
B. Certain vessels like GC carriers may fit divisions in the hold to prevent cargo shift.
C. Wet cargoes not to be loaded in the same compartment as concentrates.
D. Cargo to be reasonably trimmed to prevent the effect of oxidation by reducing the surface
area.
E. Some cargoes are likely to combust spontaneously so spraying of cargo is allowed but the
flow state is not allowed to develop.
F. If the stock pile is exposed to rain, test samples to be taken prior to loading.
G. Spot check on board using the can test to check FMP , TML and MC.
9.P & A manual.Contents.
Index of Sections
1. Main features of MARPOL 73/78 Annex II
2. Description of the ships equipment and arrangements
3. Cargo unloading procedures and tank stripping
4. Procedures relating to the cleaning of cargo tanks, the discharge of residues, ballasting and
deballasting
5. Information and Procedures
Addenda
Addendum A: Flow diagram
Addendum B: Pre-wash procedures
Addendum C: Ventilation procedures
Addendum D: Additional information and operational instructions when required or accepted by
the Administration
10.Chainregister-contents and section.
11.Difference between LPG & LNG.
12. Official log book contents.
Questions by Capt.Solanki
1.Difference bw flag state n port state inspection.
2.New STCW ammendments.How it affects u as ch.mate.
3.How would you confirm vsl brought up as chmate from anchor stns.
4.Free fall LB launching interval.
5.In shallow water , why steering becomes sluggish. - He wants you to relate to the squat
effect and shift of pivot point.
6.chemical tanker loading....how u go about it. (Explained from loading...till disch)
7.what is tankscope?
Tankscope or Non-combustible Gas Indicator

A Tankscope is a device used for measurement of hydrocarbon gas content in a sample of

given atmosphere. This instrument is meant for measuring the hydrocarbon vapor in inerted
atmospheres. This instrument is not as sensitive as the explosimeter. The reading is only in
percentage of the volume of the hydrocarbon vapor and hence used only during the gassing up
operations and during inerting. This is purely meant for measuring the volume of the
hydrocarbon vapors present inside any enclosed space, and hence it is not meant for measuring
during a man-entry.
It works on the same principle as that of an explosimeter except that the gas does not burn
inside the sample chamber; there is an alteration in the temperature of the heated filament
which enhances the change in resistance.
It is always advisable to flush the sample tube with fresh air after every use. The following
checks are done to ensure the proper working of the instrument:
Zero check
Span check
Voltages check (battery check)
8. Deck seal Purpose?
The deck water seal is the main safeguard against the reverse flow of gases from the
distribution system to the IG plant. Deck water seals come in three variants known as wet type
seal, semi-wet seal and dry type
9.LPG Vs LNG differencces?
LPG is synthesised by refining petroleum or "wet" natural gas, and is usually derived from fossil
fuel sources, being manufactured during the refining of crude oil, or extracted from oil or gas
streams as they emerge from the ground.
LPG evaporates quickly at normal temperatures and pressures and is supplied in pressurised
steel cylinders. They are typically filled to between 80% and 85% of their capacity to allow for
thermal expansion of the contained liquid. The ratio between the volumes of the vaporized gas
and the liquefied gas varies depending on composition, pressure, and temperature, but is
typically around 250:1. The pressure at which LPG becomes liquid, called its vapour pressure,
likewise varies depending on composition and temperature; for example, it is approximately 220
kilopascals (2.2 bar) for pure butane at 20 C (68 F), and approximately 2.2 megapascals (22
bar) (319 psi) for pure propane at 55 C (131 F). LPG is heavier than air, and thus will flow
along floors and tend to settle in low spots, such as basements. This can cause ignition or
suffocation hazards if not dealt with
10.can we load grain without DoA?....explain all requirements
11.You are New Ch.off joining ship loading IMDG cargo what are all information you will take
from outgoing chiefofficer?
13.coal carriage precautions?
14.other then gas and chemical what other ship have Cert of fitness.
Livestock carriers need a certificate of fitness to travel or transport cattle issued by a veterinary
surgeon.
15.what are the factors taken for oil cargo calculation WRF,VRF ASTM tables.....
16.Why you load only 98% in tankers
17.Is sulphur ,grain cargo?
No, its a concentrate and precautions have to be taken for loading of sulphur (answer at the
beginning of this document)

ONLY FOR GRANULAR SULPHUR ANGLE OF REPOSE LESS THAN 30* COMPLY WITH GRAIN
CODE.
2. your vsl loaded iron ore to japan on the way bilge is leaking ,what actions will u take.
3. Does volumetric heeling depends on depth of the hold What is Angle of Repose?
4. What is TML ,where all will u get it from apart given from shipper ?
5.Discharged Cement clinker and next to load Grain..how will u go abt preparing hold ?
6.You receive two wire ropes onboard for the use of standing wire and runner wire. Visually Your side guys rope parts. What will you do if no spare on board ?
7.Difference between Mates receipt and B/L
9.How will u go about loading coal ?
10.Procedure of Draft calculation?
11. Loadicator tests?
12. How do u go abt renewing a runner wire of a derrick ?
13. What is cargo sweat, ship sweat?
14. What is hygroscopic cargo?
Hygroscopy is the ability of a substance to attract and hold water molecules from the
surrounding environment. This is achieved through either absorption or adsorption with the
absorbing or adsorbing material becoming physically 'changed,' somewhat, by an increase in
volume, stickiness, or other physical characteristic of the material, as water molecules become
'suspended' between the material's molecules in the process.
Hygroscopic substances include sugar, caramel, honey, glycerol, ethanol, methanol, diesel fuel,
sulfuric acid, methamphetamine, many salts (including table salt), and a huge variety of other
substances.
Zinc chloride and calcium chloride, as well as potassium hydroxide and sodium hydroxide (and
many different salts), are so hygroscopic that they readily dissolve in the water they absorb:
This property is called deliquescence (see below). Not only is Sulfuric acid hygroscopic in high
concentrated form but its solutions are hygroscopic down to concentrations of 10 Vol-% or
below. A hygroscopic material will tend to become damp and "cake" when exposed to moist air
(such as salt in salt shakers during humid weather).
Because of their affinity for atmospheric moisture, hygroscopic materials might necessitate their
being stored in sealed containers. When added to foods or other materials for the express
purpose of maintaining moisture content, such substances are known as humectants.
Materials and compounds exhibit different hygroscopic properties, and this difference can lead
to detrimental effects, such as stress concentration in composite materials. The amount a
particular material or compound is affected by ambient moisture may be considered its
coefficient of hygroscopic expansion (CHE) (also referred to as CME, coefficient of moisture
expansion) or coefficient of hygroscopic contraction (CHC)the difference between the two
terms being a difference in sign convention and a difference in point of view as to whether the
difference in moisture leads to contraction or expansion.
15. Vsl loaded with soyabean in USA going to China, fully fumigated, month: Dec Janwill you
ventilate the hold?
If dew point temperature outside the hold is less than inside then ventilation is carried out . The
aim of the ventilation shud be to replace the air in the hold with the colder, drier air which has
a lower dew point and prevent the formation of sweat.

16. The max number of tonnes of cargo loaded in any space should not exceed 0.9 LBD ton?
17. Cargo untrimmed, What is the max pile peak height? 1.1 D x stowage factor.
18. What are the two condition in which cargo will not liquefy?
19. Cargoes which consist entirely of large particles will not liquefy; And cargo is dry.
20. What is high density Cargo?
21. What is the purpose of Triangle marked in the bulk carrier?
The triangle mark is the restriction imposed on a bulk carrier on carriage of cargoes having a
density of 1780kg/m3 and above and is indicated by the triangle. The restriction is also
recorded in the stability booklet Bulk carriers of 150m and above which are single skin
constructed before 1st july 1999 and 10 years of age shall not carry cargoes of 1780 kg/m3 and
above unless they have satisfactorily undergone - a periodical survey of all cargo holds to the
same extent as required for periodical surveys in the enhanced survey programme and comply
with maintenance requirements provided in the regulation and standards for owner's inspection
and maintenance of bulk carrier hatch covers
22. Alternate hold loading!
some brief note on
alternate hold loading...
As per SOLAS chapter 12, regulation 14 - 1)bulk carriers of
150m and upwards in length carrying cargoes of de nsity 1780 kg/m3 and upwards
and sigle skin construction, if not able to withstand flooding of any one cargo
hold, shall not sail with any hold loaded to less than 10% of the hold's
maximum allowable cargo weight when in full load condition after reaching 10
years of age. 2) applicable full load condition for the regulation is load
equal to or greater than 90% of ship's deadweight at the relevant assigned
freeboard
23. What is self trimming cargo hold?
24. What is TML, FMP?
TML: transportable moisture limit it is the max moisture content of a concentrate considered
safe for carriage by a GC v/l. It is around 90% of the FMP
FMP: it is the percentage of moisture content at which the flow state develops.
MC: Moisture content, of a sample is the percentage of the water contained in the total weight
of the cargo.
25. What is 1/3rd criteria?
it's one third ... to avoid excessive weights on top due to absorption of water by the cargo while
the vessel is shipping sprays
26. Angle of repose purpose? Method of determining the angle of repose?
Angle of repose is the angle between the slope of the cargo and the horizontal tank top.

By determining the angle of repose we would know the amount or the angle of heel that the
cargo would start shifting. Cargoes which have low angle of repose will shift first compared to
cargoes with high angle of repose.
Methods of determining the same tilting box and shipboard methods. Laboratory test method is
suitable for non-cohesive granular materials with a grain size not greater than 10 mm.
27. Your ship crane wire rope (runner) cuts from middle during cargo operation how will you
change the wire rope? Also if the vsl is in the port such state then whom will you inform first?
Use of Chinese fingers will play a major role in carrying out this job.
What are the safety precaution must be taken for the safety of stevedore onboard during cargo
operations
28. What is grain cargo? DoA? DoC? What is AHM? VHM?
The term grain covers 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.
DoA: certifies that the ship has been provided with information necessary for it to comply with
requirements for international code for safe carriage of grain in bulk.
DoC:
VHM;(Volumetric Heeling Moment) they are the shift in volume of cargo under the assumed
angle of heel.
AHM ( Allowable Heeling Moment) they are the maximum permissible heeling moment for
particular condition beyond which it will be dangerous for the ship to proceed out to sea in that
condition of displacement and KG.
29. Grain Loading booklet?
A.Curves or tables of volumes, vertical centers of volumes and assumed VHM for every
compartment , filled or partly filled, including the effect of temporary fittings.
B.Curves or table of maximum permissible heeling moments.
C. Details of the scantlings of temporary fittings.
D. Loading instructions in the form of notes summarizing the requirement of the code.
E. A worked example for the guidance of master.
F. Typical loaded arrival and departure conditions.
G. Also provides with Ship particulars, light ship weight and KG, tables of FSC, capacities and
COG of all compartments, curves and tables of angle of flooding where <40 at all permissible
displacements, hydrostatic particulars, cross curves of stability.
30. Grain code content? Various method of securing?
1. DOA
2. Exemptions for certain voyage
3. Information regarding sship stability and grain loading
4. Stability requirements
5. Stability requirements for existing ships
6. Stowage of bulk grain
7. Saucers
8. Overstowing arrangements
9. Bundling of bulk grain

10. Strapping / lashing

11. Securing with wire mesh
31. IMSBC code content? MSC 268(85).
Transportable Moisture Limit and Flow Moisture Point
Requirements for Ships Carrying Solid Bulk Cargoes
Mandatory Requirement : Under the new SOLAS regulation VI/2.2.2, it is mandatory from
January 2011 onward for all ships carrying solid bulk cargoes in general and dangerous solid
bulk cargoes in particular will be required to comply with the new IMSBC Code. The section 4 of
the International Maritime Solid Bulk Cargoes (IMSBC) Code requires the owners must have
proof of compliance, i.e. that a valid "Document of Compliance for the Carriage of Dangerous
Solid Bulk Cargoes" is available on board.
The IMSBC Code and its content
The format of the IMSBC Code is similar to that of the existing BC Code. Like the BC Code, the
IMSBC Code categorizes cargoes into three groups - A, B and C:
* Group A consists of the cargoes which may liquefy if shipped with moisture content in excess
of their transportable moisture limit.
* Group B consists of cargoes which possess a chemical hazard which could give rise to a
dangerous situation on a ship.
* Group C consists of cargoes which are not liable to liquefy (Group A) and do not possess
chemical hazards (Group B).
For Group A cargoes, i.e. cargoes that may liquefy, it is the appropriate authority or competent
authority in the country of loading/origin that sets out the test procedure for determining the
actual moisture content and TML of such cargoes. Methods for determining TML are given in
Appendix 2 of the IMSBC Code; namely, the flow table test, penetration test and
Proctor/Fagerberg test. The determination of TML shall be conducted within 6 months before
the date of loading of cargo.
Sampling and testing of moisture content of a cargo shall be carried out no more than 7 days
before commencement of actual loading. If there has been rain or snow between the time of
testing and loading, further testing shall be conducted to ensure that the moisture content of
the cargo is still below its certified TML. For various materials, there are recognized
international and national methods for determining their moisture content. Members should
refer to sections 1.1.4.4 (Determination of Moisture content) of Appendix 2 and 4.6 (Sampling
procedures for concentrate stockpiles) of the IMSBC Code for more details
1. BLU code content?
2. You have concentrates and liquefy during voyage action?
3. IMDG code volumes? All classes?
4. Are all chemicals part of IMDG/
5. Dangerous goods List content?
6. Exp: packing group, subsidiary risk, EmS No., MFaG Table?
7. Difference Between lable and Playcard
8. What do you mean by Solid Bulk Cargo/
9. What is Dry Bulk cargo?
10. What is Wet bulk cargo?
11. What is Dangerous Cargo?
12. What is NLS,?

NLS Noxious Liquid Substance:

Noxious : harmful to living things and injurious to health.
Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a major hazard to either marine resources or
human health and, therefore, justify the prohibition of the discharge into the marine
environment;

.2. Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning
or deballasting operations, are deemed to present a hazard to either marine resources or
human health or cause harm to amenities or other legitimate uses of the sea and therefore
justify a limitation on the quality and quantity of the discharge into the marine environment;

.3. 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;

.4. Other Substances: substances indicated as OS (Other Substances) in the pollution category

column of chapter 18 of the International Bulk Chemical Code which have been evaluated and
found to fall outside Category X, Y or Z as defined in regulation 6.1 of this Annex because they
are, at present, considered to present no harm to marine resources, human health, amenities or
other legitimate uses of the sea when discharged into the sea from tank cleaning of
deballasting operations. The discharge of bilge or ballast water or other residues or mixtures
containing only substances referred to as Other Substances shall not be subject to any
requirements of the Annex.
What information should be given to port authority before dangerous cargo are brought into
port?
Precautions to be observed during loading unloading of dangerous cargo?
Livestock:
13. What is Livestock?
Livestock includes cattle, horses, sheep, pigs, mules, camels, goats, circus and domesticated
animals used for commercial purposes does not include pets.
14. What is E&A manual?
IT IS RECORD OF EQPMT AND ARRANGEMENTS AS RECOMMENDED BY THE ADMINISTRATION
INDICATES THAT THE SHIP IS APPROVED FOR ALL SPECIES OF LIVESTOCK TO BE CARRIED
15. What is Livestock services?
Ventilation, fresh water supply, feed and fodder supplies, lighting, effluent removal systems
15. Does Livestock ship reqd certificate of fitness?

Yes
16. Duties of chief officer, Drovers?
Chief Officer:
Drover:
Assisting in loading and discharging.
Feeding and watering animals.
Maintaining satisfactory hygiene and drainage.
Patroling at different times even during nights to ensure the animals are calm and
undisturbed.
Recognising sick animals and distressed animals and isolating and quarantining them after
reporting to the master.
Removing and disposing the dead animals.
Monitoring the ventilation of the compartment.
Cleaning, maintainance and repair of the cargo pens after discharge.
17. Livestock stability Criteria?
Angle of heel due to shift of livestock and fodder should not exceed 12 deg.
Area under the GZ curve(A+B) should not be less than 1.4 time the area under (B+C)
18. Shift of Livestock, Shift of fodder, and Effect of wind criteria?
19. Content of timber code?
Ch.1 General
Ch.2 Stability
Ch.3 Stowage
Ch.4 Securing
Ch.5 Personal protection and safety devices
Ch.6 Actions to be taken during the voyage
App.A Advice on stowage practices
App.B General guidelines for underdeck stowage of logs
App.C Reccommedation on intact stability for Passenger and cargo ship
App.D Regulaation 44 of the Loadline convention 1966
20. What is timber cargo?
21. Stability criteria for timber cargo?
22. About rolling period test?
23. All stowage and lashing method for timber ?
24. Load line requirements for timber ships?
25. ASTM table ?
Consist of a collection of volume-correction-factor and related tables used worldwide in custody
transfer and accounting operations to adjust bulk volumes of crude oil and products measured
at temperatures other than base temperature (60 F or 15 C) to the base temperature. The
tables, have been approved by ASTM, the American Petroleum Institute, and the Institute of
Petroleum (United Kingdom). They supersede all previous editions of ANSI/ASTM D1250, IP
200, and API 2540 and have been adopted as an international standard by ISO, the
international organization for standardization.
26. Shipper declarations?

27. NPSH of pump why it is important in tankers/

28. Define Key Car in car carrier?
29. Difference between turnbuckle and bottle screw?
30. Upto what height container and be loaded/
31. Difference between Bay Plan and Bay Profile?
32. Inert gas Plant from engine room to deck?
33. What is boat Note?
34. What is measurement Cargo?
35. What do you mean by chemical hazard?
36. What is tare weight, Nett Weight?
37. Contents of chain register?
Part 1 Initial and periodical load testing of lifting appliances and their thorough annual
examination.
Part 2 Initial and periodical load testing of loose gears and their thorough annual
examination.
Part 3 Annealing of chains, hooks, rings, shackles, etc.
Part 4 Overhauling of lifting appliances, inspection of derricks and other accessories during
the working of the derrick.
During heavy lift power failure action?
Purpose of open container?
Difference between boil off and boil over?
Content of I.G?
Loading list Vs Cargo manifest?
Latest changes in IMDG?
What info you get from P&A manual?
Where do you get information about the density of cargo/
Can we discharge to jetty line if ODMCS showing more then 15 ppm?
Define gas as per gas code?
Hazards of gas cargo?
Certificate of fitness validity?
What is BLEVE/ MARVS?
BLEVE: Boiling Liquid Expanding Vapour Explosion.
If a vessel partly filled with liquid with vapor above filling the remainder of the container, is
rupturedfor example, due to corrosion, or failure under pressurethe vapor portion may
rapidly leak, lowering the pressure inside the container. This sudden drop in pressure inside the

container causes violent boiling of the liquid, which rapidly liberates large amounts of vapor.
The pressure of this vapor can be extremely high, causing a significant wave
of overpressure (an explosion) which may completely destroy the storage vessel and project
fragments over the surrounding area.
MARVS: Maximum Allowable Relief Valve Setting
TLV TWA?
What is static accumulator oil.
What is BASEL convention? ( carriage of wastetransboundary)
How will you test loadicator/
Mate receipt Vs B/L?
Draft Calculationhow You Go about it?( hindship formula)
Requirements for DRI?
Pyrophoric Oxidation?
H2S present in large quantities in comparision to O2.Iron oxide gets converted to iron sulphide,
when iron sulphide gets exposed to air it tries to get back to being iron oxide. This reaction is
exothermic in nature whereby heat is produced which is capable of igniting a flammable
mixture.
Loadicator not working cal SF/BM?
Use Of dunnage?
Are all chemicals are part of IMDG?
If cargo not listed in IMDG wat to do? You are in port of laoding?
Advantage of trimming?
Does DoC required for carrying all class of dangerous goods?
What do you mean by suitable compartment?
Intact Buoyancy Vs Reserve Buoyancy?
PAL convention? (Passenger Vsl)
Calibration of tankscope?
Chapter XII SOLAS?
ODMCS Vs ODME?
ISGOTT content?
Part 1: OPERATION
1.hazards of Petroleum, 2.General precautions,3.Arrvl in Port,4.precautions at Berth,5.Liason
between tanker & terminal prior cargo ops,6.Precautions B4 during cargo handling and other
cargo ops,7.handling of cargo and ballast.8.Double hull ops,9.Tank cleaning and gas
freeing,10.Fixed IG systems,11.Enclosed space entry,12.combination carriers,13.Packaged
cargoes,14.Emergency procedures.

Part 2 : TECHNICAL INFORMATION

Properties of petroleum,2.Toxicity of Petroleum and assosciated products,3.Hydro carbon gas
evolution & dispersal,4. Gas indication,5. Electrial eqpt & installation,6. Static electricity,
7.Pressure surge,8.Fire fighting,9. Pyrophoric iron sulphide,10.Flammibility& hazards associated.
APPENDICES;
APPENDIX A: Ship shore safety checklist
APPENDIX I: Enclosed space entry permit
APPENDIX F: Hot Work Permit
APPENDIX G: Cold Work Permit.
COW safety and precautions.
Prior operating crude oil washing onboard utmost diligence in planning and most careful
consideration will need to be made for a safe working area. Following are the basic guidance for
quick reference .
Safety Measures For Crude Oil Washing Operations
For crude oil washing, the Chief Officer shall carry out the following safety matters and shall
also observe the safety regulations on crude oil washing provided by the terminal (if any). Some
terminals require the vessel to complete the terminal specific safety Questionnaire / Permit /
Checklists prior to granting permission for approval. In addition, he shall follow the safety
precautions as laid in the relevant section of the Latest version of ISGOTT.
The following shall be not used and isolated prior to carrying COW:
Between tank cleaning lines and overboard discharge or Engine Room
a) Tank Cleaning Heaters (to be blanked)
b) Overboard Discharge Lines (to be isolated)
c) Portable Washing Machines (not to be used for COW and their hydrants blanked)
d) Cargo Sea Chests (to be blanked)
Pressure Test before Arrival Port
Conduct pressure test of COW lines prior to arrival. Any leakages, must be rectified and the
system, re-tested to be proved leak free.
Confirming Atmosphere in Tanks to be Crude Oil Washed
Prior to commencement of COW operations ensure that the oxygen content of the cargo oil
tanks being washed is below 8%. Refer to Cargo Oil Tank Oxygen & H2S monitoring Record for
Voyage of Double Hull Operation and Oil Tank Monitoring Record.
During COW operations ensure that the cargo oil tank pressure is minimum 200 mmAq and that
the IGS produces inert gas with an oxygen content of less than 5%.

Prevention of Electrostatic Generation

Do not use crude oil containing water, as washing oil.
Note
Mixtures of crude oil and water can produce electrically charged mist, during washing with an
electrical potential considerably in excess of that produced by Dry crude. Refer to the relevant
section in ISGOTT for precautions for Static Electricity generation and its hazards.
Before using such oil as a source of crude oil for washing, any water which has settled down
during the voyage must be de De-bottomed (by discharging) to terminal by at least one meter
in depth.
Where load-on-top method has been used for cargo in slop tank (previously containing oily
water mixtures), the whole cargo oil in that slop tank which needs to be used as a source of oil
for crude oil washing must be discharged ashore and then refilled with fresh crude from other
tanks.
Communication equipment
Ensure only intrinsically portable radios are used on deck during COW operations. Deck crew
shall be in prompt communication with Duty officer & chief officer.
Suspending Crude Oil Washing
Suspend COW operations immediately if:
a) The oxygen content of Inert Gas being supplied exceeds 8% by Volume.
b) Malfunction or stoppage of IG system where the internal pressure of the cargo oil tank can
become negative.
c) Any indication of cargo oil leakage or malfunction in the COW system.
d) COW operation is not carried out in accordance with the COW operation plan, or if
communication between the CCR and main deck is lost.
e) Discharge operations are to be suspended due to lightening in the vicinity of the vessel.
f) If the required necessary safety precautions as described and covered above cannot be
followed.
g) If terminal instruct to do so
Prevention Of Air Pollution
Follow the Precautions Against Air Pollution to minimize petroleum vapor emissions

Crude Oil Washing Plan

The Chief Officer shall prepare a detailed COW plan in accordance with the Crude Oil Washing
Plan in order to carry out the COW operation in the most safe and efficient manner.
Prior to arrival of the Port, or at the earliest opportunity thereafter, the Chief Officer shall
conduct a Pre transfer cargo safety meeting with all personnel involved in the COW operation to
ensure that all have read and fully understand the plan.
Personnel Arrangement For Operations
Carry out Crude Oil Washing by the adequate personnel arrangement as per COW plan under
the reference of the Personnel Arrangement for Crude Oil Washing
Points Of Crude Oil Washing
COW operations shall always be carried out in accordance with the Crude Oil Washing
Operations COW operations for High Viscosity & High Pour point (Heated) cargoes shall always
be carried out in accordance with the Crude Oil Washing of Heated Cargo
Recording
The Chief Officer shall ensure that the following records are kept during COW operations:
a) Crude oil washing check list
b) Oil record book: According to the Procedures for Entry in Oil Record Book
c) Deck logbook : Date and time, and results of a COW line pressure test and operation test of
related equipment.
d) Crude Oil Washing Record
e) Cargo Oil Tank Oxygen & H2S monitoring Record for Voyage of Double Hull Operation and
Oil Tank Monitoring Record: It is the Measurement record of oxygen level in tanks Before
entering Load port, After loading cargo, Before entering discharge port and Before crude oil
washing.
f)Inert gas record : Log for 4 hourly IG pressure monitoring of cargo tanks, in addition to
Continuous pressure recording by fixed recorder of IGS main line pressure after loading, until
completion of discharge.
Regulations For Reference
MARPOL 73/78 Convention, ANNEX I
Laws on Prevention of Marine Pollution and Sea Disasters (Japan) OPA90, CFR (US)
Documents For Reference

IMO-Crude Oil Washing System, (Latest edition)

IMO-Inert Gas System, Latest edition
ICS / OCIMF - International Safety Guide for Oil Tankers and Terminal (ISGOTT) (Latest
edition)
More stuff on COW
Check items before arrival
Has Terminal/port permission been obtained?
Is the cargo intended to be used for carrying out Crude oil washing (COW), in reference with
IMO's guidelines on Crude Oil washing Systems and suitable and precautions exercised?
Is the COW plan and discharge plan drawn out above basis of such past history and
performance, in accordance with the ship's "Operation and Equipment Manual / COW manual"
and other instructions?
"Has information exchange carried out well in advance with terminal regarding vessel's
discharge plan and / or Crude Oil Washing Plan carried out? Any particular terminal requirement
of 'Dirty Crude' discharge at completion, etc"
Is oxygen analyzing equipment (portable and fixed type) tested, calibrated and working
satisfactorily?
Have I.G equipment and its alarm system been tested and working properly?
Have the tank cleaning heater and line been isolated by the line blinder from the Crude Oil
Washing System?
Have main and stripper overboard discharge lines been isolated by line blinders?
"Is Blind Plate fitted on the sea chest? Has sea chest been tested for integrity? Has short piece
between sea chest blank and valve been proved efficiently drained?"
Have all seals of sea valves in pump room been checked in position?
Have all branch lines' valves for portable tank cleaning machine been isolated by line blinders?
Have all valves of tank cleaning machines and drain lines to tank been closed?
Has pressure test of tank cleaning line been carried out? Is there no leakage? Date of Testing (
........... ) // Tested pressure (.......kg/cm2)
Are pressure gauges (remote and local) for tank cleaning main line in good working order?
Has the stripping system, monitoring equipment been checked?

Are pressure gauges of cargo, ballast pumps and eductors in good working order?
"Are level gauges and high level alarm systems in good working order?Is the Control (COC) side
and Local (Float) side testing and verifying for Alarms (Audible and Visual) been carried out and
verified?"
Have the ship's internal communication systems used for cargo operation been tested and kept
ready (Battery Charged)?
Is cargo watch schedule posted with contact details, duties and responsibilities, including
Record of Person Incharge of Oil Transfer?
Have discharging and crude oil washing procedures been planned as per guidance as laid out in
the Ship's Crude Oil Washing Manual and the crew members properly instructed?
Have you confirmed there is no leakage from tank hatches (domes), vent-lines and I.G. lines?
Have cargo tanks pressure been adjusted in proper range?
"Have results of checks and tests been informed to terminal/agent? Where terminal has a
standard radio checklist, has this been completed and transmitted?"
Check items after arrival
Are all pre-arrival checking items and condition in good order?
Has safety check before start of discharging been carried out by discharging check list and Ship
Shore Safety Checklist / Ship to Ship Transfer checklist as required?
Has the discharge / crude oil wash operation details been discussed with both ship and
attending shore staff and is agreed plan readily available for easy reference?
Have conditions for suspending C.O.W been discussed with terminal? Are officers briefed on the
actions to take in case of failure of I.G.S?
Have all valves of C.O.W. line been re-confirmed closed?
Do all cargo tanks have positive pressure?
Is oxygen content of each tank below 8% by volume?
Have I.G. delivery valves of discharging tanks been opened?
For heated crude, is temperature of CO Washing supplying oil suitably slightly higher than
discharge temperature, but within the limits as per terminal's limitation?
Are the programmable C.O.W machines correctly set as per desired wash pattern? (Considering
the nature of cargo and surrounding temperature)

Check items before crude oil washing operation

Are the caution marks posted in prescribed locations?
Is the Inert Gas System working properly and is the content of inert gas being delivered below
5% by volume?
Is oxygen content of the tanks to be crude oil washed below 8% by volume and has been
confirmed before washing operations commences ?
Do the cleaning tanks have positive pressure? (more than 200mmAq)
Are I.G. system and cargo tanks and openings tightly closed for avoiding gas leakage to the
atmosphere?
Has the terminal been notified of start of C.O.W. and the possibility of discharge rate reduction?
Has the ship's crew been informed of start of washing?
Has assignment of operation for each responsible person and person in charge been confirmed?
Is communication system between cargo and crude oil washing operations in good order?
"Has reasonable crew been posted to check leakage of cleaning lines?Has personnel been
posted as per C.O.W. plan?"
Has the float gauge of tanks to be cleaned been raised? (if applicable)
Have precautions been exercised to gradually fill the C.O.W line, taking care to avoid liquid
hammer / air entrapment?
Has the stripping (educting)system for the planned tank(s) to be COWed been started prior to
the washing commencing?
Have valves of tank cleaning line to the tank for cleaning been opened?
Is the water level of deck water seal tank proper?
Check items during crude oil washing operation
Are all C.O.W. lines, flanges, valves, expansion joints, etc are being monitored closely and
confirmed in good order on deck, as well as in pump room ?
Are pumps in use being checked for any potential source of leakage, during the gradual rise in
pressure?

Are cleaning machines in good working order? (Proper movement verified by visual movement
of indicators on drive units, machine sound pattern and washing time cycle, as programmed)
Is the trim during bottom washing adequate as per crude oil washing operation and equipment
manual?
Is the pressure in the tank wash line as specified in the manual?
Is Crude oil washing in progress in designated cargo tanks only?
Is oxygen content of delivered inert gas below 5% by volume and is it being recorded?
Is cleaning tank pressure proper (more than 200mmAq)?
Is surrounding sea surface regularly monitored?
Is the level of collecting tank normal and being monitored?
For the heated cargoes, is the temperature being controlled? (if applicable)
Is the operation of stripping system during bottom washing in good order?
Check items after completion of crude oil washing operation
Are all interconnecting valves between discharging lines and tank cleaning lines closed?
Has residual oil in tank cleaning lines been well drained ? (urgency to be considered for heated
cargoes, as required)
Are all valves of tank cleaning machine and drain line to tank closed?
For heated crude all part of crude oil line physically verified for complete draining by line tracing
on deck?
Has remaining oil in tanks, pumps and pipe lines been well stripped after completion of
discharging?
CRB and ORB? Explain( latest). ( Now Master should sigh every paragraph not every page )
IG failure action?
Documents Prior Loading Container?
Ship shore checklist?
Refer ISGOTT Appendix A
Maintaining pressure of LPG ship?
LPG Vs LNG ship?
LNG is liquefied natural gas, while LPG is liquefied petroleum gas.
LNG is mostly methane which is temporarily cooled in order to liquefy the gas. LNG must be
refigerated to a cryogenic temperature of about -162C (-260F) in order to liquefy the gas and

stays at or slightly above atmospheric pressure. LNG must be refrigerated because room
temperature is above the critical point of methane, meaning no liquid can be condensed at this
temperature (no matter what the pressure is).
LPG is a mixture of propane and butane (in no specific proportion) which is stored in a
pressurized container and is stored at room temperature. Butane and propane have a higher
critical point, and therefore pressurization is sufficient to liquefy the fuel.
Read
more: http://wiki.answers.com/Q/What_is_the_difference_between_LNG_and_LPG#ixzz1f74a8v
Vx
The following is a brief summary highlighting the main differences of these fuels. Much more
comprehensive details of the fuel properties and compositions is available from other web
sources and online databases.
Compressed Natural Gas or CNG is stored on the vehicle in high-pressure tanks - 20 to 25 MPa
(200 to 250 bar, or 3,000 to 3,600 psi). Natural gas consists mostly of methane and is drawn
from gas wells or in conjunction with crude oil production. As delivered through the pipeline
system, it also contains hydrocarbons such as ethane and propane as well as other gases such
as nitrogen, helium, carbon dioxide, sulphur compounds, and water vapour. A sulphur-based
odourant is normally added to CNG to facilitate leak detection. Natural gas is lighter than air
and thus will normally dissipate in the case of a leak, giving it a significant safety advantage
over gasoline or LPG.
Liquefied Natural Gas or LNG is natural gas stored as a super-cooled (cryogenic) liquid. The
temperature required to condense natural gas depends on its precise composition, but it is
typically between -120 and -170C (-184 and 274F). The advantage of LNG is that it offers an
energy density comparable to petrol and diesel fuels, extending range and reducing refuelling
frequency.
The disadvantage, however, is the high cost of cryogenic storage on vehicles and the major
infrastructure requirement of LNG dispensing stations, production plants and transportation
facilities. LNG has begun to find its place in heavy-duty applications in places like the US, Japan,
the UK and some countries in Europe. For many developing nations, this is currently not a
practical option.
Liquefied Petroleum Gas or LPG (also called Autogas) consists mainly of propane, propylene,
butane, and butylene in various mixtures. It is produced as a by-product of natural gas
processing and petroleum refining. The components of LPG are gases at normal temperatures
and pressures. One challenge with LPG is that it can vary widely in composition, leading to
variable engine performance and cold starting performance. At normal temperatures and
pressures, LPG will evaporate. Because of this, LPG is stored in pressurised steel bottles. Unlike
natural gas, LPG is heavier than air, and thus will flow along floors and tend to settle in low
spots, such as basements. Such accumulations can cause explosion hazards, and are the reason
that LPG fuelled vehicles are prohibited from indoor parkades in many jurisdictions.
Hydrogen or H2 gas is highly flammable and will burn at concentrations as low as 4% H2 in air.
For automotive applications, hydrogen is generally used in two forms: internal combustion or
fuel cell conversion. In combustion, it is essentially burned as conventional gaseous fuels are,
whereas a fuel cell uses the hydrogen to generate electricity that in turn is used to power
electric motors on the vehicle. Hydrogen gas must be produced and is therefore is an energy
storage medium, not an energy source. The energy used to produce it usually comes from a
more conventional source. Hydrogen holds the promise of very low vehicle emissions and

flexible energy storage; however, many believe the technical challenges required to realize
these benefits may delay hydrogens widespread implementation for several decades.
Hydrogen can be obtained through various thermochemical methods utilizing methane (natural
gas), coal, liquified petroleum gas, or biomass (biomass gasification), from electrolysis of water,
or by a process called thermolysis. Each of these methods poses its own challenges.
SOLAS requirements for alarms in IG system?
Types of B/L?
Letter of Protest VS Note of Protest?
Actions to be taken once cargo shifted? Also as per Which code?
What is IBC, container?
An Intermediate bulk container (IBC) is a container used for transport and storage of fluids and
bulk materials. The construction of the IBC container and the materials used are chosen
depending on the application, i.e. there are various types available in the market:
Plastic composite IBC Container
Steel IBC Container
Stainless steel IBC Container
You are the chief officer and receving a road vehicle, how will you ensure its packing, stowage
and securing is done correctly?
What is TVP? TRUE VAPOUR PRESSURE?
(TVP) is a common measure of the volatility of petroleum distillate fuels. It is defined as the
equilibrium partial pressure exerted by a volatile organic liquid as a function of temperature as
determined by the test method ASTM D 2879.
Chemical tanker washing Procedue?
Discharge criteris Oil, chemical .also Special Areas?
Reliquifaction Plant? What it is?T
There are several different types of reliquefaction system.
The most common involves compressing the cargo vapour and condensing it in a seawatercooled condenser. Alternatively the condenser may be cooled by a refrigerant from a secondary
refrigerating unit (cascade-type refrigeration). Another type of reliquefaction is achieved by
circulation of the refrigerant through coils inside the tank or through a separate heat exchanger
outside the tank (indirect cooling). Cargo-incompatible refrigerants should not be used, nor
refrigerants which are known to have a high ozone depleting potential.
The vapour of certain cargoes (e.g. ethylene oxide, propylene oxide) cannot be compressed.
Such cargoes can only be refrigerated by indirect cooling and cargo compressors usually have
to be isolated or blanked off.
LPG is normally reliquefied by direct compression and condensation in one or two stages, with
condensation against water, in what is called a direct reliquefaction system. Colder cargoes
such as ethylene, although still requiring direct compression, require a cascade system with the

cargo condensing against a secondary refrigerant, which is condensed using water as the
coolant.
A reliquefaction plant is not normally fitted to LNG carriers. Instead the boil-off is used as fuel
for main propulsion machinery. During ballast passages the tanks are kept cold using cargo
deliberately retained on board: this cargo is known as a heel. Boil-off from the heel is also
used for propulsion during the ballast voyage. The retention of a heel requires consideration of
sloshing loads: care has to be taken to ensure that the retained liquid is properly distributed. A
heel is often also retained on board fully refrigerated or semi-refrigerated LPG carriers to enable
the tanks to be kept cold on the ballast voyage. As LPG boil-off is heavier than air, regulations
do not permit it to be used as propulsion fuel and it is therefore reliquefied and returned to the
tanks. Return should be by the spray line, if fitted, for best cooling efficiency.
The specific operating instructions for the system fitted should be observed in addition to the
following precautions:
(1) The purpose of the reliquefaction system is to prevent loss of cargo and ensure that the
cargo liquid is either kept at the loading temperature or is at the temperature required for
discharge on arrival. In the latter case it may be necessary either to cool or to warm up the
bulk liquid on passage. If the system is used only to keep cargo tank pressure just below the
relief valve set point, the cargo will warm up to a new temperature and it may be too hot for
discharge at the terminal. If it is necessary to cool down the liquid on passage, the loading
temperature and system capacity should be assessed to ensure that the necessary operations
can be completed during the voyage.
(2) If two or more cargoes are carried simultaneously, they should be segregated throughout all
cargo operations. Particular care is required with incompatible cargoes.
(3) Gas detection equipment in spaces containing reliquefaction plant, instrumentation and
controls should always be activated. Upper and lower sample points (if fitted) should be
selected according to the relative vapour density of the cargo.
(4) Ventilation equipment for the reliquefaction plant space should be started well in advance of
activating the plant.
(5) Filters on the suction side of compressors should be checked and carefully cleaned if
necessary. If they are blocked the efficiency of the plant may be reduced drastically.
(6) The lubricants used for all machines should be compatible with the cargo and suitable for
the temperatures and pressures experienced both in operation and when stopped. Oil levels
should be checked and crankcase heaters started if necessary before the plant is activated.
(7) All plant, instrumentation, control and shutdown equipment should be tested on a regular
basis.
(8) The precautions on ice or hydrate formation, reactivity and cargo contamination should be
observed.

(9) All pipelines and valves should be double-checked to ensure that they are correctly set
before starting the plant.
(10) To prevent overheating, the cooling water supply to condensers should be established and
the refrigerant system (where fitted) started before cargo compressors are run.
(11) Cargo compressors should never be operated with discharge valves shut.
(12) Sub-atmospheric pressures should normally be avoided in any part of system to prevent
the ingress of air. Flammable vapour / air mixtures should never be passed through cargo
compressors.
(13) Refrigerant or cargo vapour compressors should be started and suction valves opened very
slowly to prevent damage from liquid carry-over.
(14) If the capacity of cargo or refrigerant compressors is controlled manually, plant should be
started on the minimum setting and the capacity increased gradually as necessary.
(15) Operation of the reliquefaction plant will be affected by any incondensable gases in the
vapour drawn from the cargo tanks. These incondensables may originate from the cargo itself
(e.g. ethane, methane) or may be inert gas remaining from previous purging. Incondensables
will cause abnormally high condenser pressure and will reduce condensation of the cargo
vapour. To re-establish full condensation the incondensables have to be vented regularly.
Problems with incondensables mainly arise during the early stages of reliquefaction.
Reliquefaction plant liquid levels should be checked regularly during operation to prevent
overfilling of receivers or condensers, which may be caused by sticking control valves or
expansion valves. It is desirable to keep comprehensive records so that any unexpected
changes can be quickly noticed and remedial action taken.
(16) Care should be taken to prevent liquid cargo from entering compressors, particularly if
liquid separation equipment is not fitted. In heavy weather this could be a significant problem
which may require shutdown of compressors. Under certain conditions liquid entrainment may
also occur during spray cooling of the tanks. Liquid entrainment in the vapour may cause severe
mechanical damage to compressors.
(17) If condensate is returned to more than one tank simultaneously, or if vapour is taken from
several tanks and is returned to a single tank, the liquid levels should be checked regularly and
remedial action taken to avoid possible overfilling.
TLV-TWA, PEL TWA, TLV-STEL, TLV-C, IDLH?
In the solvent world, chemists measure safety in terms of toxicity ratings. These usually are
called TLV ("Threshold Limit Value", PEL ("Personal Exposure Limit"), AEL ("Assigned Exposure
Limit") or similar terms. These terms are generally (but not exactly) synonymous, and all of
these rating systems work in the same manner. Permissible levels of exposure to toxic gases
are defined by time-weighted average (TWA), short-term exposure limit (STEL), and
concentration at which toxic gasses are immediately dangerous to life or health (IDLH). The
TWA is defined as the concentration for an 8-hour workday of a 40-hour workweek that nearly
all workers can be exposed to without adverse effects. Similarly, the STEL is the concentration
to which an exposure of longer than 15 minutes is potentially dangerous and may produce

immediate or chronic compromise to health. Anhydrous ammonia has a TWA of 25 ppm, an

STEL of 35 ppm, and an IDLH of 500 ppm.
2. Hydrogen sulfide
Hydrogen sulfide (H2S) is a good example of an acutely toxic substance which is immediately
lethal at relatively low concentrations. Exposure to a concentration of only 300 PPM (parts per
million) for a period of 30 minutes is enough to render a worker unconscious. Exposure to a
1,000 PPM concentration of H2S in air produces rapid paralysis of the respiratory system,
cardiac arrest, and death within minutes.
Hydrogen sulfide is readily produced by the action of anaerobic sulfur fixing bacteria on
materials which contain sulfur. At low concentrations hydrogen sulfide smells like rotten eggs.
At high concentrations it desensitizes the sense of smell, and is no longer nose detectable. H2S
is colorless, heavier than air, corrosive, flammable (LEL is 4.3 %), soluble in water, and
extremely toxic!
Toxic effects of hydrogen sulfide exposure:Concentration Effect 1 PPM Smell 10 PPM 8
hr. TWA 15 PPM 15 min. STEL 100 PPM Loss of smell 300 PPM Loss of consciousness with time
(~ 30 min.) 1000 PPM Immediate respiratory arrest, loss of consciousness, followed by death
3. Carbon monoxide
Carbon monoxide is a colorless, odorless, tasteless gas produced as a by-product of incomplete
combustion. It is strongly associated with internal combustion engine exhaust, leaky heating
systems, and many other common processes which involve combustion.
Carbon monoxide (CO) is a good example of a chronically toxic gas. Carbon monoxide bonds to
the hemoglobin molecules in red blood cells. Red blood cells contaminated with CO are unable
to transport oxygen. Although very high concentrations of carbon monoxide may be acutely
toxic, and lead to immediate respiratory arrest or death, it is the long term physiological effects
due to chronic exposure at lower levels that take the greatest toll of affected workers. This is
the situation with regards to smokers, parking garage attendants, or others chronically exposed
to carbon monoxide in the workplace. Exposure levels are too low to produce immediate
symptoms, but small repeated doses reduce the oxygen carrying capacity of the blood over
time to dangerously low levels.
This partial impairment of the blood supply may lead over time to serious physiological
consequences.
The only way of being sure that carbon monoxide is not present in dangerous concentrations is
to look for it with an atmospheric monitor designed to detect it. Since carbon monoxide is
encountered so frequently in so many settings, there is sometimes a tendency not to take it
seriously as a hazard. Don't make that mistake!
High concentrations of carbon monoxide can saturate a person's blood in a matter of minutes,
and quickly lead to respiratory arrest or death. Constant monitoring is the only way to insure
that the air is safe from this invisible hazard.
Toxic effects of carbon monoxide exposure:
Concentration Effect 35 PPM 8 hr. TWA 200 PPM Ceiling 600 PPM Headache, discomfort (1 hr.)
2500 PPM Unconsciousness (30 min.) 4000 PPM Quickly fatal
4. Permissible exposure limits
Permissible exposure limits for different toxic gases are defined in different ways.
OSHA permissible exposure limits are defined in three ways; by means of an 8 hour time
weighted average (TWA), an instantaneous ceiling, and a short term exposure limit (STEL),
calculated as a 15 minute time weighted average. Permissible exposure limits for gases and

vapors are usually given in part-per-million concentration (1% = 10,000 PPM). The PEL for a
particular gas may consist of one, two, or in a few (usually transitional) cases all three terms.
You can't pick and choose which parts of the definition you are going to comply with: If a
particular gas has a multi-part permissible exposure limit it is equally important to comply with
all parts of the limit.
The OSHA (1989) permissible exposure limit for carbon monoxide consists of two parts, a
"ceiling" of 200 PPM and a "TWA" of 35 PPM. The OSHA (1989) permissible exposure limit for
hydrogen sulfide is also a two part definition. The PEL for H2S consists of an 8 hour TWA of 10
PPM, and a short term exposure of 15 PPM.
Biosystems instruments are equipped with three independent alarm set-points for each sensor
installed; ceiling (instantaneous), STEL and TWA. With Biosystems instruments there's no
guessing; the instrument automatically sounds the alarm whenever the concentration
exceeds any part of the permissible exposure limit definition.

Electorstatics in tanker?
Flammability Diagram?
How will you Prepare for the loading of reefer container?
What is Partlow chart?
What is Thermoscope( Reefer ship)?
What is LASH ship?
Three categories of RORO shps?
Various types of RORO vessels include ferries, cruiseferries, cargo ships, and barges. New
automobiles that are transported by ship are often moved on a large type of RORO called a
Pure Car Carrier (PCC) or Pure Car Truck Carrier (PCTC).
Elsewhere in the shipping industry cargo is normally measured by the metric tonne, but RORO
cargo is typically measured in units of 'lanes in meters' (LIMs). This is calculated by multiplying
cargo length in meters by the number of decks and by its width in lanes (lane width differs from
vessel to vessel and there are several industry standards). Aboard PCCs cargo capacity is often
measured in RT or RT43 units which is based on a 1966 Toyota or by car equivalent units
(CEU).
Code of Practise of RORO ship? Content
Section 1. Principle sourse of danger
Section 2. Protection Of Personnel
Section 3. Lifting appliances and securing arrg.
Sevtion 4. Suitability for transport by sea and directed by shipper
Section 5. Stawage and securing
Section 6. Specialised Vehicle and cargo
Section 7. Cargo securing manual
Stale B/L?
Can you accept the L.O I for in exchange for clean B/L?
What are Mercaptans?
Propane has no color, taste or smell in its natural state. To warn users of a leak, propane is
odorized with ethyl mercaptan (C2H6S), also known as ethanethiol. The process of odorizing is
called STENCHING the cargo.

Mercaptans are a class of organic chemicals that contain sulfur. These compounds have a low
molecular weight and are highly volatile. Mercaptans have a strongly disagreeable rotten odor,
and are listed in the Guinness Book of World Records as one of the smelliest substances found
on this planet.
Mercaptans naturally occur in a variety of sources, including crude petroleum. Skunk spray
contains butyl mercaptan (butanethiol). Slicing through onion or garlic releases allyl mercaptan.
Methyl mercaptan (methanethiol) is produced by decaying animals and plants. Mercaptans are
also in flatulence.
The odorant used most often in natural gas is tertiary butyl mercaptan (TBM). For a number of
technical reasons, odor fade does not appear to be as prevalent with natural gas.
What is LCL & FCL?

FCL is shipping term for FULL container load, basically it means - all the good inside the
container is shipper from one single shipper to one single buyer/consignee
LCL means the contaienr is still full of cargo, but the cargo can be from several shippers and
consigned to several of their buyers, basically they share the contaienr
Less than container load (LCL) is a shipment that is not large enough to fill a
standard cargo container. The abbreviation LCL formerly applied to "Less than (railway) Car
Load" for quantities of material from different shippers or for delivery to different destinations
which might be carried in a single railway car for efficiency. LCL freight was often sorted and
redistributed into different railway cars at intermediate railway terminals enroute to the final
destination.[1]
A Full Container Load (FCL) is a standard (20 or 40 ft length) depending on location of origin
Country, but sometimes it is standard container that is stuffed (loaded) and un-stuffed
(discharged) under the risk and account of one shipper and only one consignee, in practice it
means whole container is intended for one consignee. FCL container shipment attracts
lower freight rates than an equivalent weight of cargo in bulk. The FCL means the loading
reaches its allowable maximum weight or full measurement. In practice, the FCL in the ocean
freight does not always mean packing a container to its full payload or full capacity. ontainer
loading is a quite difficult procedure, and during the loading it is necessary to pay attention in
order to avoid cargo damage. Following there are some rules you should know in order to save
goods in proper condition: The container loading should be inspected inside and outside, before
loading. The cargo must be lashed by the best appearance inside the container. The container
must be loaded the admitted weight. Cargo should be packed in the proper way, it's necessary
to use special packing for sea or air shipment. During the loading you have to use suitable
equipment, do not use heavy forklifts into the container during loading/discharging, it follows
risks of damaging the container floor.
Checklists for STS operations
Checklists
STS transfers are completed in accordance with the latest OCIMF/ICS STS Transfer Guide.
Port of Gothenburg STS checklists are OCIMF/ICS STS Safety checklists with amendments
included to comply with local conditions and regulations.
STS checklist (1) will be sent to vessels programmed for STS transfer by the STS Agent. The

replies will be vetted by the STS Agent who will confirm the suitability of nominated vessels
for STS transfer and advise the Client accordingly.
Confirmation is based upon:
Port state control records
Ship suitability (e.g. suitable moorings and leads)
Environmental suitability (e.g. clean ballast, no noxious gases in cargo tanks and normally
double hull)
During mooring and transfer it is the duty of the STS Loading Master to complete the requisite
checklists, together with senior Officers of both vessels, in a timely manner as follows:
Safety Checklist (2) Before Operations Commence
Safety Checklist (3) Before Run-In and Mooring
Safety Checklist (4) Before Cargo Transfer
Safety Checklist (5) Before Unmoorin

1. whats d purpose of imdg and imsbc???

2. what is the length of coil of wire?
3. 6x24 stands for??
4. function of heart of a wire rope??
5. diff between purchase and tackle??
6. doa, stability criteria??
7. classes of imdg??
8. use of snatch block??
9. iron ore precaution??
10. what is concentrates???
11. define heavy lift??? he expects it an relative term.. 20t for a 100t dwt ship is a heavy lift bt
not for a 1000t dwt ship.
12. procedure for loading heavylift???
13. cargo sweat??
14. wna loadline requirement??
15. bilge arrangement in reefer ships??
16. csc plate??
17. contents of csc plate??
18. unit of weight in csc plate??
19. testing interval of containers??
20. stack weight of caontainer???
21. gross tonnage? unit? cubic metre.... but its written by dividing gross volume by 100.
22. net tonnage???
23. when wil u discard a wire rope?
24. what is loading scale??
he passed me in fuc 2.
next day capt sundaram and the radio surveyor took orals again

Load lines vary globally due to the effects of temperature, weather and salinity of sea water.
Cold water provides more buoyancy than warm water because of its greater density; salinity
also increases density and buoyancy. Due to these factors a number of lines (in hand with
global geographical zones) will make up the load or plimsoll line, these are; a tropical fresh
water line, a fresh water line, a tropical seawater line, a summer temperate seawater line, a
winter temperate seawater line and a winter north Atlantic line. Various publications will provide
information on international load line zones such as a ships atlas, a set of port guides and
specialist maritime load line maps; these can be obtained from port information specialists.
1. hw u load explosives,
2. precaution for loading explosives
3. loadline zones for india
4. why the areas are divided as tropical, summer etc?
5. granular sulphur imdg cargo or not??
6. why it is a imdg cargo??
7. what is o2 analyser and principle behind it??
8. calibration of this ???
9. wo does inspection of lifting gears and period of inspection?? dock labor org and every year
10. diff between hazard and danger??
11. mfag?
12. mathematical relation between sf and bm????
13. precaution for loading iron ore, imdg
they failed me.. wen ever the radio surveyor takes orals, dont give high fundas... he doesnt
know d diff between procedure and precaution. while leavng he said precaution for loading iron
ore is
1. intial loading to be slow and close to tanktop, so that tank top doesnt get damaged.
2. moorings to be attended
3. gangway to be attended.
and he goes by book, always keep saying there are 9 points, u dnt knw atleast one....
so if u happen to meet him tell only procedure if he asks for precaution.....

1. stowage factor, load density, loading scale

2. vsl exempted from loadlines, about passenger vsl loadline
3. draw load line n draft marks
4. calc of GZ
5. stability criteria
6. docs req to load grain
7. wats imdg code
8. loading heavy lift
9. brine traps, reefer hold bilge arrangement
10. tanker - back pressure, o2 level in tank during cow
11. temperature of flue gas at boiler uptake

Orals Question:
Place: Chennai On 12th March
Surveyors: Capt.Sundaram & Capt.Daniel
Functions: 1,2 & 3
Passed : 2 & 3
Function 1:
1. Details to be provided to 2nd mate for voyage planning.
2. Details to be provided to 2nd mate when navigating in a restricted channel.
3. Own vessel in TSS action to take when a fishing crosses under what rule.
4. Own vessel in TSS action to take when a P.D Vl crosses under what rule.
5. What is South cardinal Mark & characteristics.
6. Ways of calculating UKC & Air Draught.
7. Principle of working of Gyro & Magnetic Compass.
8. What are all the errors associated with Gyro, Principle of those errors & Corr.
9. What is TRS, How will you know the position of TRS.
10. How will you know you are in RHSL or LHSL in a TRS.
11. Means of Position Fixing & Intervals.
12.What is Celestial Fix & which all celestial bodies can be used & Various methods .
13. How will you Monitor the Ships position after a celestial fix.
14. Interval between Celestial Fix...
Function 2:
1. Precautions when loading concentrates & Hazards of concentrates.
2. What is IMDG code & use.
3. What are all various plans/booklets you use in cargo planning.
4. What is ISGOTT.
5. What is CSM & contents.
6. What is loadline why they are there.
7.loadline zone, calculating draughts of Tropical FW, FW, Tropical, Summer, Winter &
WNA.
8. What is WNA.
9. What is Timber Code.
10. What is Lumber LoadLine, is it advantage or a Dis advantage.
11. Precautions when loading iron ore in a fast loading port.
12. What is SF & BM.
13. Planning Stowage of IMDG cargo.
14. What is chain Register & contents.
15. What is Load density,Stowage factor, Uses & were will you find it..

Function 3:
1. What is ISM & its Objectives.
2. Action when vessel is grounded & how will you know the point where it is grounded.
Explain the calculations of the same..
3. What is Damage Control Plan & when you use it...
4. Interval of Surveys of various lifting gears & who does that....
5. What is Class.
6. What is Condition of class.
7. Informations you get in Stability & Hydrostatic booklets..
8. What will you do if there is a flooding in a hold...
Capt. Daniel was cool & giving time to answer but was expecting Principally detailed
answers (Specially in gyro, mag & grounding) which i was not able to give him.
Questions were asked by Capt Daniel & Final Passing Questions were asked by
Capt.Sundaram..... <p> </p> IMPORTANT THING ABT CAPT DANIEL IS DONOT
FREAKOUT IF YOU DO HE ASSUMES THAT YOU DONT KNOW THE ANSWER AND
MOVES ON TO THE NEXT QUESTION, BUT HE GIVES TIME TO THINK, FIRST
COUPLE OF QUESTIONS I TOOK A GOOD 20 sec TO ANSWER..... <p> </p> Capt.
Sundaram was Very cool and was expecting practical answers. He asked me all
questions on loadlines, loading iron ore & ISM rest all were asked by Capt Daniel