CHS III

By Capt. Haldun TOKAY

DECK 425
PREPARATION FOR FINAL EXAMINATIONS

SUBJECT: READY FINAL EXAM

Dates for FINAL:
2018 JANUARY 8th for MTME 4 15H00 – 16H30
Room: #D - 209/210/211/213/214

LECTURER MEHMET HALDUN TOKAY

In the context of the LANGUAGE of the Code:
The words “shall”, “should” and “may”, when used in the Code, MEAN that the
relevant provisions are :
“SHALL”……….. “MANDATORY” (ZORUNLU),
“SHOULD” ……..“RECOMMENDATORY” (TAVSİYE) and
“MAY”…………..“OPTIONAL”, (İSTEĞE BAĞLI) respectively.
STABILITY CRITERIA FOR GRAIN:
1. The angle of heel due to an assumed shift of grain should not exceed 12º.
2. The net or residual area between the heeling arm curve should not be < 0.075
mR.
3. The GM should not be less than 0.3 m.
4. Ship should be upright
5. The master must demonstrate compliance with the criteria at all stage of the
voyage.

ISGOTT
Please write the full name (English and Turkish)
A. ENGLISH International Safety Guide for Oil Tankers and Terminals
B. TURKISH Tankerler ve Terminaller İçin Uluslararası Emniyet Rehberi
What is the DYNAMIC STRESSES ?
1. When a ship is under way, some situations create additional stresses.
2. They are caused primarily by the effect of waves on the hull in rough seas.
3. Two of these are pounding and panting.
What is the STATIC STRESSES ?
1. These stresses are measured when the ship is not under way.
2. They are often caused by a poor longitudinal distribution of mass.
3. Even if the ship's total weight is balanced by the total force of buoyancy, these
forces may not be distributed evenly along the full length of the ship.

1. HOGGING:
If the forces of buoyancy are concentrated around the section amidships and the
ends are loaded, the ship will tend to MOVE downwards at the bow and stern
while the section amidships will tend to MOVE upwards.
In this situation,
the DECK'S STRUCTURAL members are being subjected to TENSILE stress
while
the BOTTOM STRUCTURE is under COMPRESSIVE stress.
This phenomenon can be compared to a beam supported in the centre and loaded
with weights on the ends.
SAGGING:
If the forces of buoyancy are concentrated under the bow and stern of the ship and
the section amidships is loaded, the ship will tend to move upwards at the ends and
trough amidships.
In this situation, the deck's structural members are under COMPRESSIVE
STRESS while the bottom structure is being subjected to TENSILE STRESS.
This phenomenon can be compared to a beam that is supported at both ends and
loaded with weights in the middle.

CARE/SAFETY OF CARGO:
Cargoes must be stowed in such a way so as to prevent damage due to any reason
such as:
1. Chafing or crushing.
2. Moisture & sweat, cargoes like salt, oil cakes & dry skins absorb moisture.
3. Leakage or drainage, wet or moist cargoes should not be stowed on top of dry
goods.
4. Fire:- Any substances with vegetable oil or animal oil will heat up
spontaneously & hence should not be stowed near hot bulkheads. Proper
ventilation is tot be carried out for such cargoes.
5. Tainting, contamination or incompatibility.
6. Pilferage or theft.
GAS AND GAS CARRIERS:
Gas cargoes are not transported in a gaseous form they occupy about 850 times
more volume than in a liquid state.
Gas is liquefied by pressure, refrigeration or by a combination of both methods and
carried in a liquid state.

LOADICATOR:
1. is used to calculate SF/BM.
2. It can show in harbour and sea condition.
3. Normally used in sea, because any time can proceed to sea.
4. Tanker loads only at sea condition.
5. For bulk carrier uses harbour condition.

MBH (Material Hazards Bulk):

Precautions:
1. Loss of stability
2. Shift of cargo
3. Cargo liquefaction
4. Structural damage
5. Chemical reaction.
PRECAUTIONS FOR DECK CARGO:
1. Minimum FSC. (Minimum numbers of tanks to be kept slack)
2. Be careful in calculation at critical condition. (most probably it will be
destination/arrival port)
3. If necessary (If dead weight permits) Ballast DBs.
4. Load density of deck is not exceeded.
5. Lashing must be adequate
6. Access for crew.
7. Sounding pipes. Air pipes, ventilator or other structure to be protected.

HAZARDS WITH GAS CARGO:

1. Flammability and explosion
2. Vaporization of spilled liquid
3. Toxicity & toxic products of combustion.
4. Cold burns and chemical burns.
5. Brittle fracture.
LNG/LPG loading SEQUENCE:
1. Tank inspection
2. Drying the tank
3. Inerting
4. Purging or gassing up
5. Cooling down.
6. Loading
7. Loaded voyage
8. Discharge of ballast voyage
9. Changing cargo if required.

BALE CAPACITY: It is the cubic capacity of a space when the breadth is taken
from the inside of the cargo battens, the depth from the top of the wood sheathing on
the TT to the underside of the deck beams and the length from the inside of the
bulkhead stiffeners or spar ceiling where fitted.
GRAIN CAPACITY: It is the cubic capacity of a space when the length, breadth
and depth are taken right to the plating. Allowance is made for the volume occupied
by the frames, beams and stiffeners.
DECK CARGOES:
Cargoes are often carried on the decks of ships like containers and timber carries.
General cargo ships too carry a wide range of cargoes on deck which may include
motor cars and other vehicles, iron and steel pipes or girders, dangerous goods,
containers and some times even live stocks, Besides heavy lifts and unusually
shaped goods such as locomotives, yatches and small launches, large tanks or
pressure vessels and other such machinery may also be shipped on deck.
PRECAUTIONS FOR DECK CARGO:
1. Minimum FSC. (Minimum numbers of tanks to be kept slack)
2. Be careful in calculation at critical condition. (most probably it will be
destination/arrival port)
3. If necessary (If dead weight permits) Ballast DBs.
4. Load density of deck is not exceeded.
5. Lashing must be adequate
6. Access for crew.
7. Sounding pipes. Air pipes, ventilator or other structure to be protected.

LASHING: Proper lashing is important not only for the safety of life and ship.
Lashing as per cargo securing manual or code of safe practice for cargo stowage and
securing.
REF: DRY DOCKING
How often a dry docking is required as per regulations?
Vessels under 15 years of age must be dry docked:
 Twice in every 5 years and
 Should not exceed 3 years between each consecutive docking.

The Dry dock plan (docking plan)

This indicates the positions of underwater appendages such as, logs, echo sounders,
bilge keels, positioning of keel blocks, stabilizers and condensers.

The shell expansion plan

This shows the positions of, frame numbers from aft to fwd and keel to upwards.
(This plan is very useful in positioning of shores/keel blocks after an under water
damage and also in marking the damage areas for dock yard purposes.)

Before entering the dry dock :

1. Prepare the repair list
2. Send the required documents to the dock/superintendent: repair list, docking
plan, shell expansion plan
(as per SOLAS, now the copies of above plans to be kept at the shore office as well.
Therefore those plans may not be required to send)
DRY DOCKING
What is meant by “CRITICAL PERIOD”?
This is the time between the first touch with the keel blocks and the landing overall.
DOCKING SURVEY (Class Survey)
 Interval not exceedıng 2½ years.
 Surveyor normally examınes followıng aspects:
1. CONDITION OF UNDERWATER HULL
2. INTEGRITY OF HULL OPENINGS
3. CONDITIONS OF RUDDERS AND STABILIZERS.
4. ANCHORS AND CHAINS

IN-WATER SURVEY INSTEAD OF DRY-DOCKING

 TYPES OF DRY DOCKS

There are mainly two types of dry dock procedure:

1) GRAVING DOCK:
This type is normally constructed ON A LAND near the coastal water with a
Rectangular solid concrete construction with blocks, walls and gates. Vessel is
shifted inside the dock and rested in the blocks. After the ship is in required
position, gate is closed and water is removed.
2) FLOATING DOCK:
A floating dock is a “U” structure used in salvage, to carry ship, which has met with
an accident, from mid sea and which is damaged and unable to sail further to go to a
coastal dock. Several “U” type floating docks can be joined to carry a large vessel.

BEFORE ENTER INTO DRY DOCK, VESSEL MUST HAVE…

•Positive initial GM (GM fluid)

•Upright
•Trim - if possible even-keel or slight trim by stern
•Double bottom tank kept either dry or pressed up - reduced FSE
•If initial GM is small - D.B. tank to be pressed up to increase GM
WHEN COMING INTO DRY DOCK:
•The vessel will LINE-UP with her centerline vertically over the KEEL
BLOCKS
•Dock gate will be CLOSED and COMMENCE PUMPING out water .

BRINGING THE SHIP

OUT OF DRY DOCK.
Days before …
The planned dry dock, Dock master will make the first contact with the ship.
He can do so either directly or through the company representative such as
superintendent.

 The dock master has a huge responsibility of calculating the stresses on the
dock as well as the ship’s structure.
 Any miscalculation can lead to serious accidents resulting in huge damages.
 These damages can be to the ship as well as dock itself.
 The dock master is trained for block arrangement and stability during dry
docking. For all these calculations, dock master needs certain information from
the ship.
Among other things, he will ask for :
1. A copy of Vessel’s Docking plan
2. Arrival Stability condition
3. Pre-docking condition
Some of the content of his email might look something like this.
From the docking plan dock master wants to know :
1. Hull structure so that he can arrange the blocks to support the ship’s hull.
2. Locations of transducers for log and echo sounders so that these do not come
beneath the blocks.
3. Location of sea chests and drain plugs for the same reason.
4. Based on the docking plan provided by the ship, dock master prepares his own
docking plan for the ship. Below are some of the sections of actual docking plan
prepared by dock master for s ship arriving for dry dock.
As you can see, DOCK MASTER has planned WHICH BLOCKS he needs to
remove and where he needs to put blocks.
He also has specifically marked the location of
 ECHO SOUNDER and
 SPEED LOG.
Have a look at the more closer view below, which is again from same docking plan
prepared by dock master.
This is an actual docking plan prepared by dock master for a ship arriving at dry
dock.
Stability condition and weight distribution
Apart from docking plan, dock master would ask arrival weight distribution of the
ship.
There can be up to 4 stages for which stability calculations are required. These
stages are :
1. Arrival Dry docking port
2. Pre-docking condition
3. Ship sitting on the blocks but dock not yet empty (also called wet condition by
dock master)
4. Ship on the blocks and dock empty (called Dry condition by docking master

Once the sternpost is touching the block, the UP-THRUST forces start to act against
the sternpost.
At this moment part of ship's weight gets transferred to the keel blocks.
But the question is

WHY the dock master need the vessel to remove the ballast concurrently when
she empties the dock?
This is because dock water does not want to have more weight on the blocks.
When the ship is sitting on the blocks but has water inside the dock, there is a
certain amount of buoyancy ship has.
This buoyancy acts like UPTHRUST which reduces the effective weight acting on
the blocks.

BEFORE DOCK MASTER STARTS TO REMOVE DOCK WATER,

A DIVER will make an underwater inspection.
The diver will ensure that echo sounder and log sensors are clear and not sitting
under the blocks.
He will also ensure physically that vessel’s centerline is in line with the blocks.
It is a good practice to switch off the echo sounder and speed log now.

AFTER THE DIVER has made his inspection…, DOCK MASTER will start
pumping out dock water.

VESSEL ON THE BLOCKS

Before dock master starts to remove dock water, a diver will make an underwater
inspection.
 The diver will ensure that echo sounder and log sensors are clear and not sitting
under the blocks.
 He will also ensure physically that vessel’s centerline is in line with the
blocks. It is a good practice to switch off the echo sounder and speed log now.
 After the diver has made his inspection, dock master will start pumping out dock
water.
 Dock master will let the vessel know when Stern has touched the blocks and
when the ship is on the blocks.
 After the ship is on the blocks, dock master will tell to start pumping out ballast
to arrive at the wet condition.
 As the dock water is being pumped out, at one point the water will go down from
the generator cooling water sea chest.
 After this point ship will get power supply from shore.
 A shore electrician will board the ship (Through basket and shore crane) and
make arrangement to connect the shore power. Ship’s Electrician should
coordinate with him to have the shore power connected.
 You should check if shore power will be enough for running the ballast pump
and mooring winches. If not, this should be discussed with dock master in
advance. He will then ensure that water level does not go below sea chest
until you have pumped out required ballast.
 Once on shore power, dock master would continue to dry the dock. He will tell
you to take out all ballast accordingly. You may do so with gravity as same might
be more effective.
 Once the dock is dry and ship sitting on the blocks, you can line up to deballast
all ballast tanks by gravity. This is to let all the water drain whatever is left in the
ballast tanks.
 So now you have already brought the ship to the dry dock. It is a wonderful view
to see the ship out of the water. You should not wait to go down in the dock and
have a look at her.

The time from “when Stern touches the blocks” to when “full ship is on the
blocks” is the critical period.

During the critical period, the vessel’s GM reduces.

This is because vessel’s “ Gravitational center G moves upwards when Stern
touches the blocks. ”
It is required and a good practice to have the least trim while docking so that the
critical time is minimal.

Preparing for Dry Dock Well, I am not going to the company specific parts of dry
docking, like preparing repair specifications.
And this is no theory.
This is an actual docking plan prepared by dock master for a ship arriving at dry
dock.
I know I am kind repeating myself but I can’t say it enough.
That is because I get excited to see real thing than just theory.
Stability condition and weight distribution
Apart from docking plan, dock master would ask arrival weight distribution of the
ship.
There can be up to 4 stages for which stability calculations are required. These
stages are
 Arrival Dry docking port
 Pre-docking condition
 Ship sitting on the blocks but dock not yet empty
(also called WET CONDITION by dock master)
 Ship on the blocks and dock empty
(also called DRY CONDITION by docking master
Let’s discuss each of this condition
Arrival Dry docking port
On arrival dry docking port, you need to have least possible ballast.
By least possible I mean, propeller should be immersed.
And also you should be complying with all stability requirements.
Pre-docking stability condition
So we know that we cannot arrive with zero ballast as our propeller need to be
immersed and the ship needs to be stable.
But what is the logic behind having other three conditions?
Why can’t we just remove all the ballast and go inside the dock?
Let’s understand the logic behind these conditions
Docking with zero ballast is the ideal condition.
But most of the times this would not be possible.
That is because DOCKING MASTER would LIMIT you for the maximum trim
that you can have.
 In zero ballast condition, your trim may be more than 2 meters.
 Dock master would want you to REDUCE the trim to around 0.5 meters.

This depends on the dock on how much trim you can have before docking.
We have already discussed the reason for the need of least trim while docking.
This is to have the least critical period.
More trim we have more will be the time required to bring the vessel from stern on
the block to full ship on the block.
And this is the CRITICAL PERIOD with least GM value.
We do not want to have the ship in the critical period for LONGER TIME.
Most of the ships will have considerable stern trim in light weight condition.
So most ships will need to have some ballast forward in Pre-docking condition.
The amount of ballast would depend on how much trim dock master has advised
you to have.
The amount of ballast would depend on how much trim dock master has advised
you to have.
Stability condition while ship on blocks but dock not empty
When the ship is on the blocks…,
….you have already passed the critical period.
DOCK MASTER will tell you to start deballasting.
The only concern dock master will have is the ship should NOT REFLOAT.
The ship can REFLOAT if dock deballasting cannot compensate for the decrease in
the draft because of deballasting.
The condition is monitored by the dock master and he would tell you on how much
ballast you can remove in this condition.
But the question is why the dock master need the vessel to remove the ballast
concurrently when he empties the dock?
This is because dock water does not want to have more weight on the blocks.
When the ship is sitting on the blocks but has water inside the dock, there is a
certain amount of buoyancy ship has.
This buoyancy acts like UPTHRUST which reduces the effective weight
acting on the blocks.
This condition will be discussed by the dock master and he will advise WHEN
AND HOW MUCH BALLAST YOU CAN REMOVE.
As I said earlier, dock master bases his calculations on not to allow the ship to
REFLOAT.
Ship on the blocks and dock empty

REMOVING THE DRAIN PLUGS

The Ship repair manager will now request the chief officer to witness the removal of
the bottom plugs.
As you know, each tank which forms part of the hull has a bottom plug to drain the
water in dry dock.
Removing bottom plugs ensure that the tanks are empty and dry.
As bottom plug of each tank is removed, it is important to label it.
This will ensure that bottom plugs are not interchanged while fitting back.
The one tug made fast aft will have one line on each side of the poop deck to have
better control in handling the ship.
Depending upon the dock, the ship will either enter stern in or bow in.
The pilot will bring the ship parallel to the dock.
When the stern (or bow whichever is entering first) is close to the dock knuckle,

DOCKING MASTER will take over from the PILOT.

DOCKING MASTER is different from DOCK MASTER.
DOCKING MASTER may not board the vessel and will be giving instructions
to the tugs from the dock itself.

When the ship is inside the dock, ship’s crew need to pass the mooring lines as per
the agreed mooring arrangement.
Usually forward and aft will have two lines on each side.
Out of two lines on each side, one on each side can be shore line.
But this can be different and mooring arrangements will be advised by the dock
master.
When the ship is made fast with the moorings, DOCKING MASTER will sign
off and DOCK MASTER will take over.
REF: Application of International Codes and standards for safe handling, stowage,
securing and transport of cargoes
Q1. Which code is usually used when working with dangerous goods ?
A. IMDG - CODE
B. HB - CODE
C. KLMNG - CODE
D. SOLAS - CODE

Q2. Packaged dangerous goods are transported in accordance with the requirements
of:
A. BC Code
B. IMDG Code
C. Carrier
D. The master
Q3. The size and testing requirements for containers is given in which set of
regulations
A. The BLU Code
B. IBC Code
C. CSC Code
D. Gas carrier Code
Q 4. The contents of BC Code are related to
A. Dangers associated with the shipment of bulk cargoes
B. To give guidance on procedures to be adopted
C. To describe test procedures to determine various characteristics of bulk cargoes
D. Special Bulk Cargoes being shipped.

Q 5. Which of the above statements are incorrect??

The height of the peak up to which high density bulk cargo can be loaded in a cargo
hold, when the cargo is trimmed, untrimmed or partially trimmed, should not exceed
the results as obtained by formula:
A. 0.9 x L x B x D
B. 20% increase over (0.9 x L x B x D)
C. Hold wise distribution should not exceed appreciably
D. 1.1 x D x SF , in metres

Q 6. In the cargoes with Angle of Repose > 35 Deg, which statement are correct
A. Tween deck has cargo in it
B. Load lines are not contravened
C. Tank top is stressed
D. Peak height can be exceeded
Q 7. Horizontal shift of GM is what nature of hazard on a bulk carrier
A. Structural Hazard
B. Stability Hazard
C. Chemical Hazard
D. Load Density related Hazard

Q 8. Medical related emergencies , when loading dangerous cargoes , is dealt with in

what book:
A. Ship Captain’s Medical Guide
B. International medical guide for merchant ships
C. MFAG
D. Material Safety data Sheet (MSDS)

Q9. Which statement about the ventilation of bulk coal is TRUE?

A. Coal should not be ventilated; all oxygen should be excluded from the cargo
B. Coal should be through-ventilated to remove methane and reduce the heat of
spontaneous combustion
C. Coal should be ventilated only if temperature in the centre of the cargo exceeds
125 deg F
D. Coal should be surface ventilated only
Q 10. When planning the loading or discharging of a VLCC (100,000 DWT+) what
is the most important consideration?
A. Draft and trim
B. Limits of the bending moments
C. Rate of discharging
D. Rate of loading

Q 11. Hygroscopic cargoes should be ventilated when __________.

A. Going from a warm to a cold climate
B. The dew point of the outside air is greater than the dew point of the air in the
hold
C. The dew point of the air in the hold is very low
D. The outside dew point is 60°F (16°C) and the cargo temperature is 54°F (12°C)

Q 12. Sweat damage will occur in a cargo hold containing cased machinery when
the __________.
A. Air temperature of the hold is higher than the temperature of the outside air.
B. Dew point of the hold is higher than the temperature of the ship's skin.
C. Dew point of the outside air is lower than the temperature of the cargo.
D. Outside air temperature is colder than the temperature of the cargo.
Q 13. When planning the loading or discharging of a VLCC (100,000 DWT+) what
is the most important consideration?
A. Draft and trim
B. Limits of the bending moments
C. Rate of discharging
D. Rate of loading

Q 14. Before loading bulk grain, bilge wells must be covered to __________.
A. Add strength to the bilge well strainer
B. Permit rapid flow of water to the bilge wells
C. Prevent cargo sifting into the bilge wells
D. Prevent oil, water, or other liquid from reaching the cargo

Q15. When the dew point of the outside air is higher than the dew point of the air
in the cargo hold, you Should___________________
A. Energize the exhaust blowers
B. Energize the intake blowers
C. Not ventilate the cargo holds
D. Ventilate the cargo holds
Q16. What are the documents involve in carrying bulk cargoes?
Please choose the WRONG option.
A. Hold inspection certificate (pre-loading certificate)
B. Mates receipt
C. Certificate of fumigation
D. Document of Chemical Hazard or exemption certificate

Q17. What are the contents of BLU Code?

Please choose the WRONG option.
A. Actions to be taken after loading by ships and terminals.
B. Procedures in loading, unloading, ballasting and de-ballasting.
C. Sample loading & unloading plans
D. Ship/shore safety check lists

Q18. How will you reduce the shift of grain in a partially filled compartment?
A. By fixing longitudinal subdivisions
B. Over stow with bagged grain
C. None of them
D. By covering the surface of grain with a tarpaulin and a timber platform, then
secure with overall lashings.
Q19. With reference to Oil Tanker vessels
In an Inert Gas System, the purpose of PV Valve is:
A. To ventilate out the tank during loading operation.
B. To breath-in fresh air into the tank during discharging of cargo.
C. To vent out , to breath-in small amount of air, during changes in volume of
cargo with the change in temperatures.
D. To prevent back flow of cargo vapors into the Engine room space during an
event of high pressure in the cargo tank.

Q20. In the Flammability Diagram, the flammable range for HC and Oxygen is
given by the following combination.
A. HC above 2%, and Inert Gas oxygen more than 8%
B. HC above 1% LEL , and Oxygen less tan 16.5%
C. HC above 1% Vol and Oxygen less than 19% Vol.
D. HC between 1% and 10% and Oxygen between 21% and 11.5%

Q21. Which of the gas detection equipment works on the principle of Wheatstone
bridge balancing:
A. A Dragger Gas Detection Tube
B. Explosivemeter, Tankscope, and Oxygenmeter
C. An extension tube for gas detection equipment
D. An H2S Detector
Q22. Which instrument is correct to use for detection of HC Gas in an non-inerted
Enclosed Space:
A. A Tankscope
B. An explosivemeter
C. An oxygen meter
D. A h2s detector

Q 23. During Crude Oil washing, which of the following methods is used for
simultaneously strip out the tank when the cargo is also being discharged ashore:
A. Stripper Pump (a reciprocating pump)
B. An eductor system
C. A centrifugal cargo pump
D. A screw pump

Q 24. Which of the following device is used for freely venting out inert gas when
cargo is being loaded in a cargo tank:
A. A deck seal
B. A PV Valve
C. A PV Breaker
D. A Mast riser
Q25. Static electricity may be built up by the __________.
A. Flow of petroleum through pipes
B. Spraying or splashing of petroleum
C. Settling of solids or water in petroleum
D. All of the above

Q26. In controlling pollution, which action should be taken after all dirty ballast has
been transferred to the slop tank and prior to discharge through the oily water
separator?
A. The clean tanks should be ballasted.
B. The slops should be allowed time to settle.
C. Chemicals should be added to emulsify the oil.
D. The dirty ballast tank is crude oil washed.

Q27. When loading bulk liquid cargo, what is the first action you should take if a
cargo valve jammed open?
A. Call the owner, operator, or terminal supervisor.
B. Unplug the deck scuppers.
C. Order the dock man to shut down.
D. Run out the vessel's or terminal's fire hose.
Q28. Petroleum cargo tanks should not be topped off at deck level when loading on
a cold day because __________.
A. A subsequent temperature rise will cause the cargo to overflow.
B. Air pockets may cause the cargo to bubble out of the ullage hole.
C. The increased viscosity of the product requires higher loading pressure which
increases the chances of a spill.
D. The tank valve may be stiff and a spill will occur before the valve can be closed.

Q29. Before a tank is to be crude oil washed, the oxygen content in the tank must be
measured at a position __________.
A. Immediately above the level of the oil
B. At the top of the tank
C. In the vent riser
D. One meter from the deck

Q 30. When oily ballast has been pumped overboard, an entry must be made in the ..
A. Oil Record Book
B. Official Logbook
C. Deck rough log
D. Engine rough log
Q31. What are the precautions to be taken before loading a tanker?
Please choose the WRONG option.
A. Ensure the tanks are inerted, oxygen percentage is 8% or less and have positive
pressures.
B. Make sure to check all alarm systems (oxygen more than 5% alarm in the inert
gas pump, low water alarms in the scrubber/deck water seal, inert gas failure
alarm etc.) and also check all portable gas measuring equipment.
C. The normal and emergency communications to be agreed with the shore.
D. Naked lights, smoking or any other sources of ignitions must be ready to
use before loading.

Q32. What is not usually a concern when loading a single-hulled tanker?

A. Bending moments.
B. Initial stability.
C. Draft.
D. Trim.
REF : DAMAGE STABILITY
Q33. The principal danger from ice collecting on a vessel is the _________.
A. Decrease in capabilities of radar
B. Decrease in displacement
C. Adverse effect on trim
D. Loss of stability

Q34. Your vessel is listing 4° to port and has a short rolling period. There is loose
firefighting water in the hull. The ship is trimmed down by the head with one foot of
freeboard at the bow. Which action should you take FIRST?
A. Press up the slack NO.1 starboard double bottom tank.
B. Pump out the forepeak tank.
C. Eliminate the water in the 'tween decks aft.
D. Jettison stores out of the paint locker in the forecastle.

Q35. The maximum length allowed between main, transverse bulkheads on a vessel
is referred to as the __________.
A. Floodable length
B. Factor of subdivision
C. Compartment standard
D. Permissible length
Q36. Your vessel is damaged and partially flooded. It is listing 12° to port and
trimmed 8 feet down by the head. It has a long, slow, sluggish roll. Which action
should you take FIRST?
A. Press up an after, slack, centerline double bottom tank
B. Pump out the forepeak tank
C. Jettison the anchors and anchor cables
D. Jettison deck cargo from the port side
Q37. Your vessel is damaged with no list, but down by the stern. There is
progressive flooding and trim by the stern is increasing. What is the effect on
transverse stability after the deck edge at the stern is submerged?
A. KB increases, increasing BM and therefore GM
B. KG increases due to the weight of the added water on deck
C. BM decreases from loss of water plane and greater volume.
D. There is no effect on transverse stability.
Q38. Your vessel is damaged, and there is no list or trim. The rolling period is short.
The freeboard before the damage was 3.7 meters. It is now reduced to 1 meter.
Which action would you take FIRST?
A. Press up a slack centerline double bottom tank
B. Pump out an amidships centerline ballast tank
C. Transfer ballast from the peak tanks to an amidships centerline tank
D. Pump out the marine potable tank located on the starboard side amidships
Q39. Your vessel is damaged and listing to port. The rolling period is long, and the
vessel will occasionally assume a starboard list. Which action should you take
FIRST?
A. Fill an empty double bottom tank on the starboard side
B. Transfer all possible movable weights from port to starboard
C. Pump out ballast from the port and starboard double bottom tanks
D. Press up a slack centerline double bottom tank

Q40. Your vessel is damaged and listing to port. There is a short rolling period
around the angle of list. The port side freeboard is reduced to 1 foot. There is no
trim and the weather is calm. You should FIRST .
A. Press up a slack double bottom tank on the port side
B. Fill an empty centerline double bottom tank
C. Pump out a slack marine portable tank located on the portside amidships
D. Jettison the anchors and anchor cables
Q41. Your vessel has been in a collision. After assessing the damage, you begin
down flooding. This will cause the KB to do what?
A. Fall
B. Rise
C. Remain stationary
D. Shift to the high side

Q42. Your vessel is damaged and is listing to port. The rolling period is short. There
is sufficient freeboard so that deck edge submersion is not a problem. What
corrective action should be taken FIRST in regard to the vessel's stability?
A. Press up any slack double-bottom tanks to eliminate free surface
B. Flood any empty double-bottom tanks to add weight low and down
C. Jettison topside weights to reduce KG and KB
D. Shift any off-center weights from port to starboard

Q43. What is NOT a motion of the vessel?

A. Pitch
B. Roll
C. Trim
D. Yaw
Q44. The "trimming arm" of a vessel is the horizontal distance between the ______.
A. If a vessel is sagging, what kind of stress is placed on the sheer strake?
B. Compression
C. Tension
D. Thrust
E. Racking

Q45. When a vessel is stationary and in a hogging condition, the main deck is under.
A. Compression stress
B. Tension stress
C. Shear stress
D. Racking stress

Q46. If a vessel is sagging, which kind of stress is placed on the sheer strake?
A. Compression
B. Racking
C. Tension
D. Thrust
Q47. When a vessel is stationary and in a hogging condition, the main deck is under.
A. Compression stress
B. Racking stress
C. Shear stress
D. Tension stress
Q48. When a vessel is stationary and in a hogging condition, the main deck is under
which type of stress?
A. Compression
B. Tension
C. Shear
D. Racking
Q49. Which space(s) is(are) NOT exempt when measuring gross tonnage?
A. Auxiliary machinery spaces above the deck
B. Steering gear room
C. Cargo holds
D. Galley in a deckhouse
Q50. Displacement refers to the __________.
A. Cubic capacity of a vessel
B. Deadweight carrying capacity of a vessel
C. Gross tonnage of a vessel
D. Number of long tons of water displaced by a vessel afloat
Q 51. The horizontal port or starboard movement of a vessel is called __________.
A. Yaw
B. Sway
C. Surge
D. Heave

Q 52. Our vessel rolls slowly and sluggishly. This indicates that the vessel _______.
A. Has off-center weights.
B. Is taking on water.
C. Has a greater draft forward than aft.
D. Has poor stability.

Q53. What is distortion of a vessel's structure caused by rolling called?

A. Racking
B. Slamming
C. Pounding
D. Heaving
Ref: IMDG
Q54. Class 4 IMO cargoes are:
A. Poisonous
B. Flammable solids
C. Poisonous
D. Flammable gases

Q55. Transportable radioactive material belongs to class:

A. ONE
B. SEVEN
C. FIVE
D. FOUR

Q56. Transportable explosives belong to class:

A. THREE
B. ONE
C. EIGHT
D. TWO
Q57 Transportable corrosives belong to class:
a. EIGHT
b. SEVEN
c. SIX
d. FIVE
Q58. Transportable oxidizing substances belong to class:
a. TWO
b. FOUR
c. SIX
d. FIVE
Q59. Transportable flammable liquids belong to class:
a. ONE
b. SEVEN
c. THREE
d. FIVE
Q60. Transportable gases belong to class:
a. SIX
b. TWO
c. FOUR
d. EIGHT
Q61. Flammable solid cargoes are:
a. Solids which under conditions inherent to transport are readily combustible
or may cause or contribute to fire
b. Substance which, while in themselves not necessary combustible may generally
by yielding oxygen cause or contribute to combustion of other material
c. Resistant to cold
d. Substances which by chemical action when in contact may severe damage or
destroy tissue other goods or ship
Q62. The term "Separated from" dangerous cargo on deck means
a. At a distance of 3 m vertically
b. At a distance of 3 m horizontally
c. At a distance of no less than 6 m horizontally.
d. 10 m

Q63. IMO Dangerous Goods Code (IMDG Code - Edition 2004) consists of:
a. 2 volumes and supplement
b. 3 volumes (2 main and 1Supplement)
c. 5 volumes (4 main and 1Supplement)
d. 1 volume
Q64. Oxidants are:
A. Substances which by chemical action when in contact may severe damage or
destroy tissue other goods or ship
B. Substances which may cause dead, serious injury or harm to human health if
swallowed, inhaled or contacted by skin
C. Nitrogen liberating
D. Substance which, while in themselves not necessary combustible may
generally by yielding oxygen cause or contribute to combustion of other
material

Q65. Toxic substances are:

A. Substances which by chemical action when in contact may severe damage or
destroy tissue other goods or ship
B. liquids or mixtures thereof which give off flammable vapour at or below 60°C
flashpoint
C. Substances which may cause dead, serious injury or harm to human health
if swallowed, inhaled or contacted by skin
D. Explosive
Q66. Dangerous goods list consists of (18) COLUMNS

Q67. "Away from" is a term used when segregating dangerous goods in the cargo
spaces and means
A. Away from
B. Stay away from this cargo!
C. At a distance of 3 m
D. At a distance of 15 meters.

Q68. According to IMDG Code, any dangerous cargo bears a special number
following the classification of
A. IMO
B. MAGATE
C. UN
D. EU

Q69. The "Subsidiary Risk" label for dangerous goods is additional and it is
A. The same as the label for the main risk
B. Always triangular
C. The same as the main risk label, but without the class number
D. There isn't any
Q70. Flash point is referred to as the temperature at which the liquid ...
A. Starts emitting flammable vapours
B. Self-ignites
C. Will explode
D. Changes to solid state

Q71. Which document contains Dangerous Goods List (DGL)?

A. BLUE BOOK
B. IMO MEDICAL FIRST AID GUIDE
C. IMO EMERGENCY PROCEDURES FOR SHIPS CARRYING DANGEROUS
GOODS
D. IMDG Code VOLUME 1
E. IMDG Code VOLUME 2
Q72. DG SEGREGATION o/board.
Stated in VOL 1, PART 7.2
The following segregation terms are used throughout this Code:
A. AWAY FROM
B. Separated from
C. Separated by a complete compartment or hold from
D. Please choose one of the options below to complete the missing parts.
Q73 DANGEROUS CARGO MANIFESTS
It is a manifest prepared by the vessel or the owner’s agent on behalf of the vessel,
for custom purposes.
This manifest gives some details like:
A. Agent’s name
B. Details of the dangerous goods onboard
C. Packaging group
D. Subsidiary risk

Q74. What are the contents of cargo securing manual?

Please choose one of the options below as appropriate
A. Number of lashings
B. Name of the Ship Owner
C. Securing points
D. Specific weight load tests of all lashing materials
E. SWL of all lashing materials.
Q75. Know the Cargo Groups:
IMDG cargoes are divided in to three main groups and each has a specific plan to
store, transport and handling in case of accident or spill:
Group 1: Cargo which are extremely dangerous
Group 2: Cargo with moderate danger
Group 3: Cargo with less danger
Q76. A substance is classified for transport in Class 3, Packing Group I.
This means it is a :
A. Flammable liquid - medium danger
B. Flammable liquid - high danger
C. Flammable liquid - low danger
D. None of the above
Q077. Declaration of cargo (Cargo Declaration):
A. Is synonymous to Cargo Information.
B. Is required by the Customs Convention 1972.
C. Is required for transportation of consolidated cargoes.
D. Is required for transportation of dangerous goods.
 IMDG Code Book /s
VOLUME 1
Part 1 General provisions, definitions and training
Part 2 Classification
Part 4 Packing and tank provisions
Part 5 Consignment procedures
Part 6 Provisions for the construction and testing of pressure receptacles, aerosol
dispensers, small receptacles containing gas (gas cartridges) and fuel cell cartridges
containing liquefied flammable gas
Part 7 Requirements concerning transport operations

VOLUME 2
Part 3 Dangerous Goods List (DGL)
And….

THE APPENDICES of the Code) comprises:

Appendix A List of Generic and N.O.S.
(Not Otherwise Specified) Proper Shipping Names
Appendix B Glossary of terms
Alphabetical Index
Q. What are the areas of fracturing, cracks or distortion may occur on
a BULK CARRIER?
ON THE DECK AREAS
Q. What are the areas of fracturing, cracks or distortion may occur on
a BULK CARRIER?
INSIDE A HATCH