Chief Mate Management level

Question & Answer for C-Mate:-

Definitions and cargo terminology

Define the following

1-Q-Air draught
Ans. means the vertical distance from the surface of the water to the highest point of the ship’s mast or aerial.
2-Q-Bale space capacity

Ans. is that cubic capacity of a cargo space when the breadth is measured from the inside of the cargo battens (spar ceiling)
and the measured depth is from the wood tank top ceiling to the underside of the deck beams. The length is measured from
the inside of the fore and aft bulkhead stiffeners.

3-Q-Broken stowage
Ans. is defined as that space between packages which remains unfilled. The percentage that has to be allowed varies with
the type of cargo and with the shape of the ship’s hold. It is greatest when large cases are stowed in an end hold or at the turn
of a bilge.

4-Q-Cargo plan

Ans. a ship’s plan which shows the distribution of all cargo parcels stowed on board the vessel for the voyage. Each entry
onto the plan would detail the quantity, the weight and the port of discharge. The plan is constructed by the Ship’s Cargo
Officer and would effectively show special loads such as heavy-lifts, hazardous cargoes, and valuable cargo, in addition to all
other commodities being shipped.

5-Q-Dangerous goods

Ans. Are defined as such in the Merchant Shipping (Dangerous Goods and Marine
Pollutants) Regulations 1990.

6-Q-Grain capacity.

Ans. is that cubic capacity of a cargo space when the length, breadth and depth are measured from the inside of the ship’s
shell plating, all allowances being made for the volume occupied by frames and beams

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7-Q-Measurement cargo

Ans. is cargo on which freight is usually charged on the volume occupied by the
cargo. Such cargo is usually light and bulky stowing at more than 1.2 m3 per
tonne (40 cu. ft./tonne), but may also be heavy castings of an awkward shape
where a lot of space is occupied.

8-Q-Safety tongue.

Ans. a spring clip sealing device to cover the jaw of a lifting hook. the same
purpose as a ‘moussing.

9-Q-Stowage factor.

Ans. Volume occupied by unit weight of cargo. Usually expressed as cubic

metres per tonne (m3/tonnes)

10-Q-Proof load

Ans. Tonnage value that a derrick or crane is tested to. The value is equal to the
SWL of the derrick/crane an additional percentage weightallowance, e.g.
derricks less than 20-tonne SWL proof load is 25% in excess; derricks 20–50-
tonne SWL proof load equals 5 tonnes in excess of SWL; derricks over 50-tonne
SWL proof load equals 10% in excess of SWL.

Chapter 2

Heavy-lift cargoes
Q-11- precaution of loading heavy lifts

Ans. Deck Officers should be aware of the following precautions and procedures
a) The stability of the vessel should be adequate and the maximum angle of
heel should be acceptable
b) All free surface effects (FSE) should be eliminated by either ‘pressing up’ or
‘emptying’ tanks.

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 c) Particular attention should be paid to the SWL of shackles, blocks and
wires Crane.
d) Ensure all the ship’s moorings are taut and that men are standing by to
tend as necessary.
e) All cargo winches affecting the load should be placed in ‘double gear’.
f) The deck area where the load is to be landed should be clear of
obstructions, and heavy bearers laid to accept and spread the deck weight.
g) heads of departments should be advised before commencing the lift.

Q-12-Elements for consideration for heavy-lift transports

Ans.
a) Overall size-dimensions of the load
b) Weight of the load
c) Weight of lifting accessories
d) SWL of Lifting elements
e) Weather conditions
f) Positive stability of transporting vessel
g) Density of water in load and discharge ports
h) Ballast arrangements for trim and list of vessel
i) Passage plan of transport route
j) Fuel burn on route
k) Speed and ETA of passage
l) Load line zone requirements not infringed
m) Method of discharge
n) Facilities of discharge Port
o) Documentation for the load
p) Specialist handling personnel
q) Communication facilities to accommodate loading/discharge
r) Securing arrangements for load on route
s) Load management on voyage.

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Chapter 3
Stowage properties of general cargoes

Q-13-Preparation of cargo spaces.

Ans,
a) Holds and tween deck spaces should be thoroughly swept down to remove all
traces of the previous cargo.
b) Bilge bays and suctions should be cleaned out and tested, while the hold is being
swept down.
c) Check that all limber boards or bilge bay covers are in good condition and
provide a snug fit.
d) The spar ceiling (sometimes referred to as cargo battens) should be examined
and replaced where necessary.
e) All tween deck hatch coverings should be inspected for overall general condition
and correct fitting.
f) Any soiled dunnage should be removed and, if appropriate, clean
g) Dunnage laid to suit the intended cargo to be loaded.
h) Checks should be made on the hold lighting, fan machinery, ventilation
i) Systems and the total flood fire detection/operation aspects.
j) like foodstuffs, may require the compartments to be inspected
k) by a surveyor, prior to commencement of loading.

Q-14- Duty of OOW During cargo transfers.

Ans.
a) Note all starting and stopping times of cargo operations for reference into the log
book.
b) Note the movement of cargo parcels into respective compartments for entry onto
the stowage plan.
c) Refuse damaged cargo and inform the Chief Officer of the action.
d) Monitor the weather conditions throughout operations.
e) Note any damage to the ship or the cargo-handling gear and inform the
f) Chief Officer accordingly.
g) Maintain a security watch on all cargo parcels and prevent pilferage.
h) Tally in all special and valuable cargoes and provide lock-up stow if required.
i) Maintain an effective watch on the gangway and the vessels moorings.
j) Ensure that appropriate dunnage, separation and securing of cargo takes place.

k) Make sure all hazardous or dangerous cargoes have correct documentation and
are given correct stowage relevant to their class(International Maritime
Dangerous Goods (IMDG) Code.

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 l) After discharge operations, search the space to prevent parcels being over
carried.

Q-15- Explain Cargo sweat and ventilation?

Ans.
Sweat is formed when water vapour in the air condenses out into water
droplets once the air is cooled below its dew point. The water droplets may be
deposited onto the ship’s structure or onto the cargo. In the former, it is known
as ‘ships sweat’ and this may run or subsequently drip onto the cargo. When
the water droplets form on cargo this is known as ‘cargo sweat’ and will occur
when the temperature of the cargo is cold and the incoming air is warm.

Q-16- How to avid sweet?

If the temperatures of the external air are less than the dew point of the air already
inside the space sweating could well occur.
conditions give rise to ‘ships sweat’ and is commonly found on voyages from warm
climates towards colder destinations. Similarly, if the temperature of the air in the
cargo compartment (or the cargo) is lower than the dew point of incoming air, sweating
could again occur, giving rise to ‘cargo sweat’. This would be expected on voyages from
cold places towards destinations in warmer climates.

Q-17-What are the References for bulk cargoes( Codes)

Ans.
a) International Code for the Safe Carriage of Grain in Bulk.
b) International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (IBC Code).
c) Code of Practice for the Safe Loading and Unloading of Bulk Cargoes (BLU Code)
d) Code of Safe Practice for Solid Bulk Cargoes (BC Code).

Definitions and terminology employed with bulk cargoes

Q-18-Angle of repose.
Ans.
the natural angle between the cone slope and the horizontal plane when bulk cargo is
emptied onto this plane in ideal conditions.

The angle of repose value is used as a means of registering the likelihood of a cargo
shift during the voyage.

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Q-19-Bulk density
Ans.
is the weight of solids, air and water per unit volume.
It includes the moisture of the cargo and the voids whether filled with air or water.

Q-20-Cargoes which may liquefy (TML)

Ans.
means cargoes which are subject to moisture migration and subsequent liquefaction if
shipped with a moisture content in excess of the transportable moisture limit.

Q-21-Flow moisture point (FMP)

Ans.
Is that percentage of moisture content, when a flow state develops.

Q-22-Flow state.
Ans.
Is a state which occurs when a mass of granular material is saturated with liquid to such an
extent that it loses its internal shear strength and behaves as if the whole mass was in
liquid form.

Q-23-Moisture content.
Ans.
is that percentage proportion of the total mass which is water, ice or other liquid.

Q-24-Transportable moisture limit.

Ans,
the maximum moisture content of a cargo that may liquefy at a level which is considered
safe for carriage in ships.

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Q-25-Trimming.
Ans.
a manual or mechanically achieved adjustment to the surface level of the form/shape of a
bulk stow in a cargo space.

Q-26-Explain how reduce the volumetric heeling moment of ‘filled’ and ‘partly filled’ cargo
compartments.
Ans.
A. By use of longitudinal divisions – these are required to be grain tight and of an
approved scantling.
B. By means of a saucer and bundling bulk.
C. By overstowing in a partly filled compartments – achieved by trimming the surface level
flat and covering with a separation cloth then tightly stowing Bagged grain to a depth of
one-sixteenth the depth of the free grain stow.

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Page 8 of 39
B. By means of a saucer and bundling bulk.

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Q-26-

Cargo hold dimensions (10m× 8.5m × 4.2m)having dunnage spread regularly over
the floor of the hold at height of 20cm.and the side battens are 12.5cm. From the shell
plating on each side. The hold was loaded with 10000 boxes of lead each measuring of
(35cm × 15cm× 10cm) and it was Also loaded with 4000 barrels of paint each of 55cm
height and 30cm Diameter, If the Broken stowage For the barrels of paint in the hold
5% of barrels volume.

a- Calculate the reaming hold volume?

b-The number of cases knowing that Stowage Factor of the cases is 2m3/ton and each 4
cases weight One ton (Assuming that there is no broken stowage for the boxes of lead?

Ans.-26-

Let (x) be the number of bales of jute and (y) to be the number of bales of gum
So x+ y = the weight of cargo ………….1

Cargo weight……… 180x+250y =1212×1000 …………………….180x+250y=1212000

Volume of cargo……2060×95= (1×0.5× 0.6) x + (1× 0.5× 0.8) y ………….
-------------- 1957 =0.3x+0.4y …………………………………………………..2
By multiplying (2) 600
1957×600= (0.3×600) + (0.4×600)
1174200 =180x +240y…………………………………………………………………………3
Subtract (3) from (1)
180x+250y = 1212000
- 180x- 240y = 1174200
Zero 10y =37800
Y =37800÷10=3780
Y= 3780

Total volume for all cargo =1957m3

0.3 x+0.4×3780=1957m3

0.3x= 1957- 0.4×3780

0.3x=445………….. X=445÷0.3=1483.333……….. Number of (x) jute= 1483 bales

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Number of (y) gum= 3780 bales

Q-27-

A vessel has 8400 tones deadweight; she has onboard 750 tons of fuel, 250 tons of
water, and 200 tons of stores.
She has four holds of capacities as follows:
No. 1 = 1500 m3 No. 2 = 2500 m3
No. 3 = 2500 m 3 No. 4 = 1500 m3
It is required to load paper reels stowed factor (SF) 0.5 m3/ton and butter cases stowed
at (SF)1.5 m3/ton
Calculate how much of each commodity can be loaded, when the vessel is down to her
marks and full to her capacity.
________________________________________

Answer

Weights Volume
Fuel = 750 tons No. 1 = 1500m3
Water = 250 tons No. 2 = 2500 m3
Stores = 200 tons No. 3 = 2500 m3
No. 4 = 1500 m3
Total deductions=1200 tons Total Hold Capacity= 8000 m3
Deadweight = 8400 tons
Cargo =7200 tons

Let X is the number of tons of paper reels to be loaded.

Let Y is the number of tones of butter cases to be loaded.

Then X + Y = 7200 Ton (1)

& 0.5 X + 1.5 Y = 8000 m3 (2)

Multiply (1) by 1.5

1.5 X + 1.5 Y = 10800 (3)
Subtract (2) from (3)

Weight of Paper reels = X = 2800 tones

Weight of Butter cases = Y = 7200 - 2800 = 4400 tones

________________________________________

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Q-28-

A hold of 2060 cu. m. capacity is to be filled with 1212 tons of Jute and gum.

The bales of Jute measure (100cm x 50cm x 60cm) and weighs 180KGs each.

The gum bales measures (100cm x 50cm x 80cm) and weighs 250 KGs each.

How many bales of each commodity should be stowed, allowing 5% for broken
stowage?

________________________________________

Answer

Let X is the number of bales of Jut and Y is the number of bales of gum.

By allowing 5% broken stowage, so the space to be filled will be 95%

Space to be filled = 2060 x 95 = 1957 mP3P

Weight equation 180 X + 250 Y = 1212 x 1000 = 1212000 Kegs (1)

Volume equation (1 x 0.5 x 0.6) X + (1 x 0.5 x 0.8) Y = 1957 mP3P
0.3 X + 0.4 Y = 1957 mP3P (2)
By multiplying equation (2) x 600
180 X + 240 Y = 1174200 (3)

By subtracting equation (3) from equation (1)

10 Y = 37800
The number of bales of gum = Y = 37800 / 10= 3780 bale

Substitute the volume 3780 mP3P for (Y) in equation (2)

Therefore 0.3 X + 0.4 x 3780 = 1957
0.3 X + 1512 = 1957
0.3 X = 1957 - 1512
0.3 X = 445
3X = 445 x 10 = 4450
The number of bales of jute = X = 4450 / 3 = 1483.3 bale
________________________________________

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Q-29-
A vessel of 4500 tones deadweight; has onboard 400 tones of fuel, 200 tones of water,
and 200 tons of stores.
She has four holds of capacity as follows:
No. 1: 1300 cu.m. No. 2: 1880 cu.m
No. 3: 1900 cu.m. No. 4: 1490 cu.m.
It is required to load grain, stowed at 1.45 mP3P/ton, and bales of cotton stowed at
2.35 mP3P/ton.
Calculate how much of each commodity can loaded, if the vessel will be down to her
marks and full to her capacity.
________________________________________

Answer

Weights Volume
Fuel = 400 tons No. 1 = 1300 mP3P
Water = 200 tons No. 2 = 1880 mP3P
Stores = 200 tons No. 3 = 1900 mP3P
Total deductions = 800 tons No. 4 = 1490 mP3P
Deadweight = 4500 tons Total Hold Capacity = 6570 mP3P
Cargo = 3700 tons

Let (X) be weight of grain to be loaded & Let (Y) be weight of cotton to be loaded.
X + Y = 3700 (1)
1.45 (X) + 2.35 (Y) = 6570 (2)
By multiplying 1 by 1.45
1.45 (X) + 1.45(Y) = 5365 (3)

By subtracting (3) from (2)

0.9 (Y) = 1205
Weight of Cotton = (Y) = 1205 / 0.9 = 1338.8 tons
Weight of Grain = (X) = 3700-1338.8 = 2361.2 tons

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Q-30-
A vessel of 5080 tones deadweight has on board:
500 tons of fuel, 350 tons of water and 130 tons of stores
She has four holds of capacities as follows:
No. (1) 1320 m3
No. (2) 1972 m3
No. (3) 2050 m3
No. (4) 1530 m3
It is required to load grain stowed at 1.45 m3 /tone and bales of cotton stowed at 2.35
m3/tons
Calculate how much of each commodity can be loaded if the vessel is down to her marks
and full to capacity, and how should the cargo be distributed?
________________________________________
Answer

Weights Volume
Fuel = 500 tons No. 1 = 1320 m3 P P

Water = 350 tons No. 2 = 1972 m3 P

P

Stores = 130 tons No. 3 = 2050 m3 P P

Total deductions = 980 tons No. 4 = 1530 m3 P

P

Deadweight = 5080 tons Total Hold Capacity = 6872 m3 P

P

Cargo to load = 4100 tons

Let X be the weight of the grain, and Y be the weight of the bales of cotton.

Then X + Y = 4100 (1)

1.45 X + 2.35 Y = 6872 (2)
Multiply equation (1) by 1.45
1.45 X + 1.45 Y = 5945 (3)

Subtract equation (3) from equation (2)

0.9 Y = 6872 – 5945 = 927

Weight of Cotton to be loaded = (Y) = 927 / 0.9 = 1030 tons

Weight of Grain to be loaded = (X) = 4100 – 1030 = 3070 tones

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Theoretical distribution:
Grain to be loaded in Cotton to be loaded in
No. 1 3070 x 1320 /6872 = 589.7 t. No. 1 1030 x 1320 / 6872 = 197.8 t
No. 2 3070 x 1972 /6872 = 881.0 t. No. 2 1030 x 1972 / 6872 = 295.6 t
No. 3 3070 x 2050 /6872 = 915.8 t. No. 3 1030 x 2050 / 6872 = 307.3 t
No. 4 3070 x 1530 /6872 = 683.5 t. No. 4 1030 x 1530 / 6872 = 229.3 t
Total 3070.0 t Total 1030 t

Q-31-
A ship of 5000 tones deadweight has on-board, 200 tons of fuel-- 90 tons of
fresh water and 110 tons of stores.
The ship is loading 1000 tons cases of cans its stowage factor is 1.5 m3/t.
If the cubic capacity of the ship holds is as follows:
No. (1) 1500 m 3
P
P

No. (2) 3100 m 3 P P

No. (3) 2800 m 3 P

P

No. (4) 2800 m 3 P

P

No. (5) 1500 m 3 P P

Find the amount of each of the following cargoes to be loaded in the remaining
spaces of the ship's holds.
Bags of coffee at stowage factor of 2.8 m 3 /ton, and bags of beans at a
P
P

stowage factor of 3.1 m 3 /ton.P

P

Noting that the ship will be down to her marks and full to her capacity

Answer

Weights Volume
Fuel = 200 tons No. 1 = 1500 m 3P P

Water = 90 tons No. 2 = 3100 m 3P

P

Stores = 110 tons No. 3 = 2800 m 3P P

Total deductions = 400 tons No. 4 = 2800 m 3P

P

Cargo on-board = 1000 tons No. 5 = 1500 m 3P

P

Weights on-board = 1400 tons Total Hold Capacity = 12000 m 3 P

P

Deadweight = 5000 tons

Cargo to load = 3600 tons

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Volume of cargo on board = 1.5 x 1000 = 1500 m 3P P

Remaining spaces of holds = 12000 m3 – 1500 m3 = 10500 m 3 P

P

Let X be the weight of the bags of coffee, and Y be the weight of the bags of
beans.

X + Y = 3600 (1)
2.8 X + 3.1Y = 10500 (2)

Multiply (1) by 2.8

2.8X + 2.8Y = 10080 (3)

Subtract equation (3) from equation (2)

0.3 Y = 10500 – 10080 = 420

Weight of bags of beans to be loaded = (Y) = 420 / 0.3 = 1400 tons

Weight of bags of coffee to be loaded = (X) = 3600 – 1400 = 2200 tones

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Q-31-
A hold of capacity 1992 m 3 is to be fitted with 1212 tons of jute and gunny.
P
P

The bales if Jute measure 100cm x 50cm x 60cm) and weighs 180 kg each
The gunny bales measure (100cm x 50cm x 80cm) and weighs 250 Kg each
How many bales of each could be loaded?

Answer

Let X be the number of bales of Jut and Y be the number of bales of gum.

By Weight
180 X + 250 Y = 1212 x 1000 = 1212000 Kgs (1)

By volume
(1 x 0.5 x 0.6) X + (1 x 0.5 x 0.80) Y = 1992
0.3X + 0.4Y = 1992 (2)

Multiply equation (2) by 600

180X + 240Y = 1195200 (3)

By subtracting equation (3) from equation (1)

10Y = 16800
Y = 1680 bale

Substitute this value of Y in (2)

0.3X + 0.4 (1680) = 1992
0.3X + 672 = 1992
0.3X = 1992- 672 = 1320
X = 4400 bale

Ship can load 4400 bales of Jute and 1680 bales of gunny.

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Coal – loading, carriage and discharge

Q-32- Enumerate MOI divides of coal?

Ans.
Category A – no risk
Category B – flammable gas risk
Category C – spontaneous heating risk
Category D – both risks

Q-33-State the general precautions are recommended When

dealing with Coal Cargo?
Ans.
Gas-tight bulkheads and decks.
2. Spar ceiling (cargo battens) removed.
3. Measures taken to prevent gas accumulating in adjacent
compartments.
4. Intrinsically safe electrical equipment inside compartments.
5. Cargo stowed away from high temperature areas and machinery
bulkheads.
6. Gas detection equipment on board.
7. Trim cargo level to gain maximum benefits from surface
ventilation.
8. Cargo/hatch temperatures monitored at regular intervals.
9. No naked flame or sparking equipment in or around cargo
hatches.
10. No welding, or smoking permitted in the area of cargo hatches.
11. Full precautions taken for entry into enclosed compartments
carrying
coal.
12. Suitable surface ventilation procedures adopted as and when
weather permitted

Q-34- State the main hazards of loading/shipping/discharging bulk

Cargoes?

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Ans.
a) Dry shift of cargo
b) Wet shift of cargo
c) Oxidation
d) Flammable/explosive gas/dust
e) Toxic gas or dust
f) Corrosive elements (e.g. sulphur)
g) Spontaneous combustion
h) Reaction cargoes
i) High density cargoes
j) Infectious cargoes (e.g. Guano)
k) Structural damage

Chapter 5
Tanker cargoes

Q-35-Define the following

a) Slop tank
Ans.
a tank specifically designated for the collection of tank drainings,
tank washings and other oily mixtures.

b) Sludge oil
Ans.
Sludge from the fuel or lubricating oil separators waste lubricating oil from
main or auxiliary machinery, or waste oil from bilge water separators, oil
filtering equipment or drip trays.

c) Special area
Anc.
Special areas include Mediterranean Sea, Baltic Sea, Black Sea, Red Sea,
Gulf Area, Gulf of Aden, North Sea, English Channel and its approaches, The
Wider Caribbean Region and Antarctica

d) Tank dome
Ans.
the upward extension of a position of a cargo tank.

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 e) Ullage
Ans.
That measured distance between the surface of the liquid in a tank and the
underside decking of the tank.

Q-36-State the there are three basic types of pipeline systems?

Ans.
I. Direct system.
II. Ring main system.
III. Free flow system.

Q-37-With aid of sketch explains the advantage of direct pipe system of tanker
ship?
Ans.

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The advantages are that:
1. It is easy to operate and less training of personnel is required
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.

Q-38- Explains the disadvantage of direct pipe system of tanker ship?

Ans.
The disadvantages are that:
1. It is a very inflexible system which makes it difficult to plan for a multiport
discharge
2. Block stowage has to be used which makes it difficult to control ‘trim’
3. Carrying more than three parcels concurrently can be difficult.

Q-39- With aid of sketch explains the advantage of the Ring main system pipe
system of tanker ship?
Ans.

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The advantages of the system are that:
1. Cargoes can be more easily split into smaller units and placed in various
Parts of the ship
2. Line washing is more complete
3. A greater number of different parcels of cargo can be carried
4. Trim and stress can be more easily controlled.

Q-40- Explains the disadvantage of the Ring main system pipe system of tanker ship?
Ans.
The disadvantages are that:
1. Because of the more complicated pipeline and valve layout, better training in cargo
separation is required
2. Contamination is far more likely if valves are incorrectly set
3. Fairly low pumping rates are achieved
4. Costs of installation and maintenance are higher because of more pipeline and an
increased number of valves.

Q-41- With aid of sketch explains the advantage of the free flow system pipe system of
tanker ship?
Ans.

The main advantage

Is that a very high rate of discharge is possible with few pipelines and limited losses to
friction

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The main disadvantage
is that overflows are possible if the cargo levels in all tanks are not carefully

Q42-State the most Loading procedural checklist?

Ans.
1. Complete and sign the ship/shore checklist
2. Establish an agreed communication network
3. Agree the loading plan by both parties and confirm in writing
4. Loading and topping off rates agreed
5. Emergency stop procedures and signals agreed
6. All effected tanks, lines, hoses inspected prior to commencing operations
7. Overboard valves sealed
8. All tanks and lines fully inerted
9. Inert gas (IG) system shut down
10. Pump room isolated and shut down
11. Ships lines set for loading
12. Off side manifolds shut and blanked off
13. All firefighting and Ships Oil Pollution Emergency Plan (SOPEP)
Equipment in place
14. Notice of readiness accepted
15. First set of tanks and manifold valves open
16. Commence loading at a slow rate
17. Check and monitor the first tanks to ensure cargo is being received
18. Carry out line sample
19. Check all around the vessel and over side for leaks.

Q-43- Explain the process of LOAD ON TOP?

Ans.
The ‘load on top’ principle is a method designed to gather all this oil and
deposit it into
a slop tank.
Tank cleaning would be carried out in the normal way drawing in sea water
from either a ballast tank or directly from the sea suction.
On completion of tank cleaning the slop tank will contain all the tank
washings, made up of a mixture of oil and water. This mixture will contain

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Small particles of oil held in suspension in the water and water droplets will
be suspended in the oil. For this reason the slop tank must be allowed to
‘settle’ Once settling out is completed the interface between the oil and
The water levels must be determined on arrival at the loading port the new
hot oil can be loaded on top of the remaining slops, which would have been
quantified prior to commencing loading of the new cargo. During the loaded
passage the old and new oils combine and any further water content sinks to
the bottom of the tank.

Q-44-State Only the Tank-cleaning methods in tanker ships?

Asn.
There are generally three methods of cleaning tanks:
1. Bottom flushing with water, petroleum product or chemical solvents
2. Water washing (hot or cold) employing tank-washing machinery.
3. Crude oil washing (COW).

Q-45-What is meaning of COW?

Ans.
Crude oil washing tank (COW).

Q-46-Give Short Explanation of COW?

Ans.
A procedure that is conducted during the discharge and which has positive
Advantages over water-washing methods. New crude oil carriers over
20 000- DWT tonnes must now be fitted and use a COW facility is The jet is
directed at the structure of the tank and ensures that no slops remain
onboard after discharge, every last drop of cargo-going ashore.

Q-47- State the advantages of COW Cleaning?

Ans.
a. The advantages are that tank cleaning at sea is avoided
b. less likelihood of accidental pollution
c. less tank corrosion is experienced than from water washing
d. increased carrying capacity is available for the next cargo
e. full tank drainage is achieved
f. time saved gas freeing for dry dock periods.

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Q-48-State the disadvantages COW?
Ans.
a. crew workload
b. Need Train crew
c. discharge time is increased
d. has a high installation cost and maintenance costs are increased

Q-49-Only by skiching the Aspects of COW?

Ans.

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Q-50- Explain what is inert gas use in oil tankers?
Ans.
Nitrogen gas and carbon dioxide are referred to as inert gases because of
their very low reactivity.
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 than 8 %) to suppress combustion of flammable
hydrocarbon gases.

Q-50- What is inerting and purging?

Ans.
Inerting and purging commonly refer to the process of adding an inert gas to
a combustible mixture to reduce the concentration of oxygen below the
minimum oxygen content (MOC).

Q-52-What are the advantages of inert gases?

Ans.
Advantages
1. A safe tank atmosphere is achieved which is non-explosive
2. It allows high-pressure tank washing and reduces tank-cleaning time
3. It allows COW
4. Reduces corrosion in tanks – with an efficient scrubber in the system
5. Improves stripping efficiency and reduces discharge time
6. Aids the safe gas freeing of tanks
7. It is economical to operate
8. It forms a readily available extinguishing agent for other spaces
9. Reduces the loss of cargo through evaporation
10. Complies with legislation and reduces insurance premiums.

Q-53- What are the disdvantages of inert gases?

Ans.
Disadvantages
1. Additional costs for installation
2. Maintenance costs are incurred
3. Low visibility inside tanks
4. With low oxygen content, tank access is denied

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5. Could lead to contamination of high-grade products
6. Moisture and sulphur content corrodes equipment
7. An established reverse route for cargo to enter the engine room
8. Oxygen content must be monitored and alarm sensed at all times
9. Instrumentation failure could affect fail-safe devices putting the ship at
risk through the IG system
10. An additional gas generator is required in the system in the absence of
Waste heat products from boiler flue gases.

Product tankers
Bulk liquid chemical carriers

Q-54-Define the following:

a)- Critical pressure
Ans.
that maximum temperature of a gas at which it can be turned into a liquid by
pressurization.
B)- Critical temperature
Ans.
that maximum temperature of a gas at which it can be turned into a liquid by
pressurization.
c)- Hydroscopic
Ans.
that ability of a substance to absorb water or moisture from the atmosphere.
d)- Padding
Ans.
a procedure of displacing air or unwanted gasses from tanks and pipelines
With another compatible substance, e.g. IG, cargo vapour or liquid.
e)- Threshold limit value
Ans.
is that value reflecting the amount of gas, vapour, mist or spray mixture that
a person may be daily subjected to, without suffering any adverse effects
(usually expressed in ppm).

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Q-55-State the chemicals classification in bulk ?
Ans.
‘Type 1’ ship products with very severe environmental and safety hazards
which require maximum preventive measures to preclude an escape of such
cargo.
‘Type 2’ ship products with appreciably severe environmental and safety
hazards which require significant preventive measures to preclude an escape
of such cargo.
Type 3’ ship products with sufficiently severe environmental and safety
hazards which require a moderate degree of containment to increase survival
capability in a damaged condition.

Q-56-Explain the main hazards associated with chemicals to humans?

Ans.
a)- danger to health – toxicity and irritant characteristics of the substance
or vapour.
b)- water pollution aspect – human toxicity of the substance in the solution.
c)- reactionary activity with water or other chemicals.
d)- fire and/or explosion hazard.

Q-57-State the Cargo information – required before loading?

Ans.
A. The Cargo Officer must be informed of the correct chemical name of
B. the cargo to enable the appropriate safety data sheet to be consulted in
C. the Tanker Safety Guide (Chemicals).
D. The quantity of cargo and respective weight.
E. The specific gravity value of the commodity.
F. Incompatibility with other cargoes or specifically other chemicals must
be notified.
G. Temperature of the cargo: (a) at the loading stage and (b) during the
carriage stage.
H. The tank-coating compatibility must be suitable for the respective cargo.
I. Any corrosive properties of the chemical.
J. Electrostatic properties can be acquired by some chemicals.
K. Data on the possibility of fire or explosion.
L. The level of toxicity of the chemical.

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 M. Health hazards of any particular parcel of cargo.
N. Reactivity with water, air or other commodities.
O. What emergency procedures must be applicable in the event of contact
or spillage.

Q-58- Explain in briefly the procedures of tank clean in chemical tankers?

Ans.
After discharge of the majority of cargoes, the tanks can
Be washed out with salt water as a first wash, then finished with a fresh
Water wash. Stainless steel tanks are usually washed only with fresh water
Because of damage, which may be incurred to the steelwork by use of sea
Water Washing is often assisted by one of a range of cleansing compounds,
which can be sprayed onto the tank sides and then washed off.

Q-59)-What the precautions when loading Volatile cargoes?

Ans,
Petroleum products are classified into volatile and non-volatile cargoes. A
cargo with a flash point below 60°C is a volatile product and a cargo with a
flash point above 60°C is a non-volatile cargo (different rules apply to the
handling of volatile and non-volatile cargoes)
Such cargoes of a volatile nature must not be stowed adjacent to heated
Cargoes. The possibility of flammable or toxic vapour release could lead to
An after affect which could lead to disastrous consequences should the
Vapour reaches the deck area.

Bulk liquefied gas cargoes

Q-60-What are the Gas properties?

Ans.
LPG- liquefied gas cargoes
Propane - 42.3°C
Butane - 0.5°C
LPG propylene- 47.7°C
Butylene - 6.1°C
Ammonia - 33.4°C
Ethylene -103.9°C
VCM-13.8°C

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LNG -161.5°C
Butadiene - 5.0°C

Q-61- State the Gas carrier types?

i. Fully pressurized carriers.

ii. Semi-refrigerated carriers.
iii. Fully refrigerated carriers.

Q-62-State the Qualities of a good refrigerant?

Ans.
i. high thermal dynamic efficiency is required
ii. Low cost
iii. Low working pressure and low volume
iv. Non-toxic, non-inflammable and not explosive
v. Easily available worldwide
vi. High critical temperature
vii. High value of latent heat
viii. Non-corrosive.

Containers and containerization

Q-63-Explain the following:

a- Safety approval plate.
Ans.
The plate provides general operating information inclusive of country of
approval and date of manufacture, identification number, its maximum gross
weight, its allowable stacking weight and racking test load value.

b- Stack
Ans.
a term when referring to containers, which represents the deck
stowage of containers in ‘tiers’ and in ‘bays.

c)- Tare weight.

Ans.
Means the weight of the empty container including permanently affixed
ancillary equipment.

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 d) - TEU
Ans.
Twenty feet equivalent unit. Used to express the cargo capacity of a
container vessel.

Q-64-State the Type of container (container manufactured in accordance

with the approved design type )?

Ans.

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