Chief Officer Interview

1. General
Tell me a little bit about yourself

First off, thank you very much for giving me this great opportunity to take C/O interview. I grow
up in Busan and I studied at MMU and graduated in 2015.
I’ve been working at this company since 2015 as 3rd Officer & 2nd Officer
(3 Contracts for 3rd Officer, 5 Contracts for 2nd Officer)
The last vessel, which I have been on board was Silver Carla as 2nd Officer, signed off that vessel
15th November 2021.

My pros and cons

1. My strong point - I think that Usually I always approach to any issues positively. And I’m a
responsible person which makes me work hard until the end. With these strengths, I produce
high-quality team work in any environment. Also, I tend to blend into my team as smooth as
possible so that I could adapt well to new environment quickly. As such, these characteristics help
me cooperate in harmony.

2. My weak point is that sometimes I try to finish things as quickly as possible I can, and finally I
could make something missing. So, I’m trying to keep record in my small note to never missing
important things especially for working.

Are you ready for doing Chief Officer’s Jobs?

Yes, I have always been interested in C/O’s jobs which was why I chose follow this career path. I
had used to spend my spare time for studying and learning for chief mate. Whenever I had a
chance, I tried to carry out chief mate duties. I realized that the position of chief mate is very
essential and requires a lot of responsibility as a senior officer.

What kind of chief mate do you want to be?

Responsible, Good communicator and Valuable person to company.

C/Off is management level, not operation level anymore. He should be more responsible and
should take care of company profits. And he is head of one department, must have good
leadership. Also, he should be good communicator because he is between company, master and
crew.

Finally, I want to be essential person for the company and the vessel.

Responsibilities of CHIEF OFFICER

The Chief Officer is the Master’s deputy. He is the person who will assume command of the
vessel, if the Master is incapacitated whatever cause.

C/O is responsible to communicate continuously with the Master, by whom he shall be updated
with the vessel’s trading and operational requirements, and ensure the vessel’s readiness to meet
the requirements.

C/O is responsible for all cargo handling operations such as loading, preservation, delivery and
discharge; stability calculations and management of ballasting.

C/O is responsible for managing deck crew in a sensible manner to achieve productive
performance combined with safe, pollution free operations.

C/O is responsible for the maintenance and good handling of deck machinery and equipment
consulting and reporting to the C/E any abnormality, which is related with mechanical damage or
maintenance.

C/O is in charge of the health and hygiene onboard.

C/O reports to and discusses with the Master any crewing problems, which come to his attention.

C/O reports to the Master.

2. Management System
I CARE

Company initiated an intensive campaign aiming to address and measure the

company’s culture and employee’s adherence to the core values and policies.

We live by the ‘I CARE’ motto which stands for:

C - Commitment to our CSM CORE DOCUMENTS and in particular to our Core Values, and a
commitment to live and work by these.

A - Appreciation of why the CSM CORE DOCUMENTS are important and why we choose to work
at CSM.

R - Responsibility to oneself, one’s colleagues and clients to abide by and comply with the CSM
CORE DOCUMENTS and to encourage colleagues to do likewise.

E - Evidence compliance with the CSM CORE DOCUMENTS in everything we do, every decision
we take, and Expose non compliance in accordance with CSM’s Open Reporting (“Call it Out!”)
Policy

Respect Loyalty Competence Accountability Passion

Respect is about understanding the value of people and acknowledging that everyone has
something to contribute.

It is treating people as you would expect to be treated yourself. Respect is earned but cannot be
demanded by being overbearing or bullying. Being fair, open minded, approachable, honest - all
these show Respect for people.
Loyalty is built on “trusting” and “being trusted”.

Loyalty reflects in the joint overall aim to support and defend the team and/or individual team
members. Loyalty between the Company and its employees is to honor the employment
relationship equally in good and bad times and strive for the good of the company and all its
employees, not the single individual.

Competence is having people with the right personality, knowledge, experience and qualifications
in the right places to cope with their responsibilities.

An important part of Competence is self-motivation to maintain oneself, adequately qualified,

trained, experienced and suitable to fulfill the assigned responsibilities professionally and to the
full expectation of the company.

Competence = (Knowledge + Skills) x Attitudes

Accountability is being prepared to make decisions and stand for one’s actions / decisions or lack
thereof, bearing the relevant consequences.

Accountability is to admit one’s mistakes without blaming others or making excuses for your
actions. It’s an ongoing process which requires reliability and discipline. It means that
responsibility is accepted and the results are disclosed in a fair, true and transparent manner.

Passion is to love what you do.

Passion is to put your mind, heart and strength into whatever you do wholeheartedly. If your
heart and mind is there, the described values - respect, loyalty, competence, accountability - as
well as commitment, engagement & dedication will be secured - and will take us through the
extra mile.

POLICIES
OVERALL:

Providing customers with competent, safe, environmentally sound and cost-effective services,
which meet best industry standards;

Fully complying with all applicable national, regional and international rules and regulations;

Creating and implementing Industry Best Practices;

Striving for continual improvement in all areas of activity.

Quality, Safety & Health, Environment & Energy, Security, Information Technology, Data Protection,
Personnel, Drug & Alcohol, Anti-Bribery, Anti-Harassment, Open Reporting, Code of Ethics

OUR VISION

To be a leading international provider of ship management and maritime services.

OUR MISSION

To keep our customers fully satisfied by managing and operation their ships to the highest levels
of quality, safety, environmental friendliness, energy efficiency and economy, in accordance with
their needs and exceptions and in full compliance with international and national legislation, as
well as other industry standards and fully recognizing the vital importance of all our employees,
ashore and on board, in achieving this Mission

3. TRADING AREAS
USA, South America, Panama canal, Asia including Singapore and China, Europe, Suez Canal, India,
Persia Gulf, Some of Africa and Bermuda.

4. Management / Leadership
If old deck crew will not follow your order, what to do?

In my experience, it could happen when young officer ignores old experienced ratings.

In this case, first as a senior officer, approach with respecting their good experiences by the good
leadership. And then I’ll make meeting with that crew, try to find out what’s the problem and try
to solve the problem with good communication.

If that crew still not following my orders, even though I approach with good practice, then I may
proceed with official company procedure such as meeting, warnings or dismissal procedure with
master if deemed really necessary.

Onboard Complaint Procedure (GOM P.77)

5 DAYS BY Supervisor, Department Head, the Master or his or her appointee

8 DAYS BY Master

And then to DPA

Until such time as the Company DPA’s decision is received, the Master’s decision shall be binding
on all parties.

Disciplinary procedures.

1. Collect and verify information relevant to the misconduct which has been identified by:

(1) The Mater himself;

(2) Any Seafarer: or

(3) An external party.

2. Conduct hearing with the Seafarer, the Department Head and witnesses utilizing the form GOF-
1.7a: Onboard Hearing Report.

3. Analyze whether the misconduct constitutes a breach of SEA/CBA.

4. Summarize information.

5. Submit summary of investigation to the Crewing Superintendent / Crew Operator.

6. Review and analyze summary of investigation and discuss the matter if necessary with the Line
Manager.

7. Agree with the Master about the disciplinary action and provide advice / support taking into
account the prevailing circumstances onboard as well as legal implications.

8. Invite the Seafarer, the Department Head and another witness to a meeting.

9. Conduct the meeting and explain results of the investigation as well as the form of the
disciplinary action.

10. Prepare “Warning” utilizing the GOF-1.7a or “Dismissal” with GOF-1.7b: Notice of Dismissal”.

11. Record Warning or Dismissal into the Deck Log Book and maintain a copy within the Masters
Filing System (MF).

5. Navigation
Bridge duties, COLREG, UKC, etc.

BOM p.128

What are the main point of Navigation rules?

ㆍ Keep the vessel afloat

ㆍ Avoid bad weather

ㆍ Avoid collision

ㆍ and follow rules (TSS, International, local, port)

ECDIS 4 shade: Explain each shade and why important to setting these 4 shade ?

The two shades setting is of benefit to the OOW when navigating using the dusk or night palette
as the contrast between safe and unsafe water and ARPA and AIS targets is improved. In the two-
shade mode with a properly set Safety Depth, the user can easily differ between Good-White
(black during night monitor mode) and Bad-Blue displayed contours. The Shallow and Deep
Contours do not initiate any alarms and may be used for informational purposes only

ECDIS should detect an alarm for (5 mandatory alarms):

1. Crossing safety contour;

2. Deviation from route;
3. Mandatory sensor failure
4. Approach to critical point;
5. Different geodetic datum.

BOM 관련 Head On(2nm), Crossing(5nm), Min CPA 등 숙지하고 있는 규정들을 말해봐.

– Depends on Master’s standing order.

모든 Navigation 상황에서 가장 주의를 요하며 위험하다고 생각되는 상황은?

Every Situation!!

UKC Policy, how’s procedure if cannot meet company’s requirements?

The Company requires a minimum UKC to be maintained as follows:

10% of the deepest draft when alongside a berth, including SBM’s;
15% of the deepest draft when navigating in shallow waters including ‘open shallow’ and ‘narrow
channel’;
25% of deepest draft when navigating in open water

In case of that, it is important to carefully assess the associated risks and, if the risk factors
tolerable, UKC Calculation and RA should be forward to the Marine Department, copied to the
DPA, for permission to proceed. Only when the Company’s permission has been obtained may the
vessel proceed.

For ECDIS, What is meaning of LDL(Limiting Danger Line) ?

The Limiting Depth at the planned speed = Safety Depth = Safety Contour Navigation inside the
Safety Contour

When the vessel crosses the Safety Contour, and alarm will be triggered only once, however, once
inside the unsafe water, the alarm will not be re-triggered again, hence there is a risk of the vessel
encountering isolated dangers or running into shallower water. Therefore, manual Limiting Danger
Lines must be drawn around isolated dangers and shallower depth contours similar to how no go
areas were marked on paper charts.

If the vessel will cross the defined Safety Contour at any stage during the voyage, LDLs MUST be
set on the appropriate ENC highlighting No Go Areas. The alarm feature of the LDLs must be
activated by the navigation officer and checked by the Master so that the anti-grounding alarm of
the ECDIS remains active when navigating inside the Safety Contour.

ECDIS Failure Procedures

Ensure safe navigation;

If steering with auto track control, switch to manual steering;
Switch on both steering pumps;
Call the Master;
Notify the Engineer of watch and have main engine stand-by;
Use paper charts, if available. If not;
1. Input waypoints and cross track limits in the GPS;
2. Check the availability of electronic copies of charts (for emergency use only) such that the
vessel can be navigated to a safe place;
If deemed necessary, stop the movement of the ship;
Record the time of the failure and the ship’s position in the DLB;

In both of the above situations, the related generic RA should be reviewed for the specific
circumstances and submitted to the Company for approval.

SQUAT

Squat is the reduction in available water depth below the hull as a vessel passes through shallow
water.

There are three main effects of squat:

1. A decrease in under keel clearance;
2. A trimming effect
3. Listing if shallow water is passed on one side of the vessel only, which can result in grounding
at the turn of the bilge.

There are several factors which determine the amount of squat likely to be experienced:
1. The speed of the vessel through the water;
2. The blockage factor - which is the ratio between the cross sectional area of the vessel to the
cross sectional area of the waterway;
3. The vessel’s block coefficient, Cb. (The Cb of smaller tankers will be less between 0.65 and 0.70)
Recognizing the signs of squat:
1. A reduction in speed, caused by frictional resistance which increases in shallow water;
2. A decrease in propeller revolutions;
3. An increase in vibration;
4. Discolored water astern as the seabed is disturbed;
5. Higher bow and stern waves and a widening of the wave pattern
6. Sluggish steering

Squat formula in open water : Block Coefficient x Speed^2 / 100(or 50 if confined water)

The block coefficient of a ship is the ratio of the underwater volume of ship to the volume of a
rectangular block having the same overall length, breadth and depth.

Cb = Displacement of the ship / L x B x d

Air Draft

The distance from the water surface to the highest point on the vessel.
Safe Overhead Clearance is the distance between the highest point of the vessel and the
overhead obstruction.
For Power Cables - 5m
For Bridges - 2m

PI

Parallel index techniques are a refinement of the radar clearing line, applied to the radar display. It
is a simple and effective way of monitoring progress by observing the movement of the echo of a
clearly identified mark with respect to lines drawn on the radar display parallel to the ship’s track
Cross Track Limits

Open Waters: 0.5 to 1.0 nm

Coastal Waters: 0.2 to 0.3 nm
Channels/Rivers/TSS: 0.05 to 0.1 nm

Safe Water Settings

Safety Depth is calculated as: Draft + Dynamic Squat + Safety Allowances and is the same as the
Limiting Depth for the planned speed as calculated in BOF 2.2b

ARPA

Automatic radar plotting aids are essentially utilized to improve the standard of collision
avoidance.

6. Cargo handling
Cargo plan, stowage plan, compatibility chart

Compatibility – CARGO CAN BE LOADED OR NOT WITH ANOTHER CARGO

Most important thing is Low flash point (volatile) cargo must be segregated from high flash point
(non-volatile) cargo such as gasoline to gasoil.

USCG compatibility chart, cargo cannot be loaded adjacent to tanks.

ㆍ Single-Valve Segregation

~is permitted only when compatible products are loaded into tanks served by a common pipeline.

ㆍ Two-Valve Segregation

2-Valve segregation (or positive segregation-blank) must be maintained between non-compatible

products at all times. Under no circumstances must any valve which has been identified as passing
cargo be utilized as a segregation valve. A tank valve must not be considered to be one of the
two valves.

If two valve segregation cannot be achieved, then the company must be informed prior to cargo
loading commencing.
ㆍ Vapour Segregation

High flashpoint cargoes such as gasoil con be contaminated by vapour from a low flash point
cargo such as gasoline and naphtha.

Before loading different products where vapour segregation is required and vapour contamination
must be avoided,

IG Branches to be set for each cargo.

Discharging the Highest Flashpoint Cargo First

Discharging Lower Flashpoint Cargoes in Sequential Order

Ex) Diesel the gasoline (high priority cargo first)

Stowage Plan

Arrival – 25% - 50% - 75% - Final

A cargo plan must be completed for every cargo operation. Form CCR81 – Cargo Operation Plan
in the Cargo Forms Module must be used.

Form CCR89 – Cargo Intake Calculations should be used for calculation the total amount of
cargo to be loaded.

The cargo plan should cover step by step all stages of the transfer operation.

Cargo plans should include, but not be limited to, the following details:

ㆍ The quantity and grade of each parcel;

ㆍ Density, temperature and other relevant properties;

ㆍ A plan of the cargo and ballast tanks, lines and pumps to be used;

ㆍ Details of which manifolds are to be used;

ㆍ The sequence of transfer of both cargo and ballast;

ㆍ The procedure when change of grade is required;

ㆍ Transfer rates, including initial, final and topping off;

ㆍ Final ullage for each tank;

ㆍ Maximum allowable manifold pressure;

ㆍ Critical stages of the operation must be identified and the action required to reduce the risk;
ㆍ Notice of rate change;

ㆍ Operation of the venting system;

ㆍ Pre-calculated drafts, trim, stability and stress information;

ㆍ Ballast handling sequence;

ㆍ Emergency stop procedures;

ㆍ Emergency spill procedures and spill containment;

ㆍ Specific Charterer’s instructions as detailed in the voyage orders related to intake volumes,
cargo densities, cargo distribution, heating, inerting, blending, tank cleaning, COW, high H2S
cargoes, open hatch sampling, adding of additives, ballast and bunkering operations, line flushing,
pigging and other voyage specific requirements;

ㆍ Hazards of the particular cargoes, including toxicity, flammability and pollution;

ㆍ The PPE required to be worn according to the table in CCR97a – Product Risk Levels and Levels
of Protection.

Also, as required:

ㆍ Precautions against static generation, including initial flow rates, ullaging and sampling;

ㆍ Sampling procedures;

ㆍ Gauging procedures;

ㆍ Control of cargo heating systems;

ㆍ Operation of the inert gas system, including the precautions to be taken if nitrogen is to be
used;

ㆍ Line clearing;

ㆍ Crude Oil washing procedures;

ㆍ Under keel clearance limitations;

ㆍ Bunkering;

ㆍ Special precautions required for the particular operation;

ㆍ The maximum freeboard permitted in order to ensure that the operating envelope of the
terminal cargo arms is not exceeded;

ㆍ Any specific terminal requirements or restrictions.

Pre-Operation Discussion with Terminal

A pre-transfer meeting should be held between the Chief Officer and the terminal representative,
during which the cargo transfer operations should be planned and agreed in writing. The
information which was received prior to arrival should be confirmed, and the cargo plan discussed
including the sequence of events, transfer rates, maximum pressures, emergency stop procedure,
changing grades and the anticipated timing for the operation ect. agreed. It is important that the
amount of warning required by the terminal for rate reductions before topping off, and the actual
capability of the terminal in reducing the rate, is established and agreed.

A copy of the terminal regulations should be obtained and form CCR82 – Pre-Transfer Meeting in
the Cargo Forms Module completed.

A reliable communication system must be agreed upon. Before cargo transfer commences, the
system should be adequately tested, and a secondary stand-by system, which can be by voice,
should also be established and agreed. During cargo operations occasional test calls should be
made to ensure that the primary system is functioning as intended. The communications system
must be continuously attended throughout cargo operations. Attention to communications is
particularly important when operating as SBM’s, although often a terminal loading master will
remain on board.

Ship Shore Safety Check List

Not exceeding 4hrs

A – Agreement ex) Communication, EM’CY signal, Venting System, Max. wind / swell

P – Permission ex) Oxy<8% positive pressure, MSDS Exchange, etc

R – Repetitive ex) Access, Mooring, FFE,

What is the critical event during cargo ops?

ㆍ Connection & Disconnection cargo arm

ㆍ Topping off

ㆍ When activate high/overfill alarm

ㆍ During VECS mode using, alarm trigger

ㆍ Blowing & pigging

ㆍ Any sign of EQ malfunction

ㆍ During discharging, IG failure

Static Accumulator Cargo

The definition of a static accumulator products is one with an electrical conductivity less than 50
picoSiemens/metre (pS/m).

Maximum volumetric loading rates should be determined for each cargo tank according to the
following general guidance:

Static Acc. Caargoes :

ㆍ A volumetric loading rate based on a linear velocity of 1 metre/second at the tank inlet for the
initial loading rate for static accumulator cargoes into non-inerted tanks. ISGOTT 11.1.7.3 details
flow rates for various pipe diameters at a flow rate of 1 metre/second. Figure 11.1 is a flow chart
for the initial loading of static accumulator cargoes in non-inerted tanks;
ㆍ A volumetric loading rate based on a linear velocity of 7 metres/second for bulk loading static
accumulator cargoes into non-inerted tanks.

Non-Static Acc. Cargoes, or when Loading any Cargo into Inerted Tanks :

ㆍ A volumetric loading rate based on a maximum linear velocity of 12 metres/second. This

velocity is provided for guidance only and is generally considered as a rate above which pipeline
erosion may occur at pipe joints and bends.

Where a number of tanks are loaded through a common manifold, the maximum loading rate will
be dictated by the flow rate through the manifold or drop lines. In these circumstances it is
important that the number of cargo tanks valves open simultaneously is constantly monitored and
that the rate is reduced if necessary if valves are closed.

Note: The calculation of flow rates is a simple linear expansion – a flow rate of 7 metres/second is
7 x a flow rate of 1 metre/second for a given pipe diameter. Therefore if the flow rate is
100m3/hour at 1 metre/second, it will be 700m3/hour at 7 metres/second and 1200 m3/hour at
12 metres/second.

How to calculate cargo?

Table 6B for API barrel at 60F

Table 24B for S/G barrel 60/60F

Table 54B for density M3 at 15C

Stability

CSM, SOLAS – Min. GM of 0.15 meters

Difference of more than 0.2 meters or 20% of the pre-calculated GM, the cargo operation must
immediately cease.
Sloshing

The movement of liquid with a free surface within a cargo tank when the vessel is pitching or
rolling at sea is called “sloshing”.

1) The slamming effect of the liquid may cause damage to the tank structure and fittings;

2) A rolling and pitching motion can generate a source of ignition – an electrostatic charge;

3) The effect of free surface reduces the ship’s GM and may lead to a loss of stability.

Cargo Load Computer Test – ECF40

 It is provided to supplement the Trim and Stability Booklet its primary function is to facilitate
the precalculation
of conditions of loading with respect to draft, trim, shear force and bending moments and to
facilitate the calculation of damaged stability.
 It must be tested monthly for operational accuracy against both the approved test data
supplied by the manufacturer or class and against the conditions in the Trim and Stability Book,
such that the computer is checked against every condition at least every six months. The load
computer results must also be checked at least monthly where practicable against visually
observed drafts.

Testing of Critical Equipment prior to cargo operation

1) Each P/V pressure and vacuum valve must be manually operated

2) Check that vent lines are clear

3) Cargo and ballast tank high level and overfill alarms, warning lights and audible warnings
must be tested

4) Cargo pump emergency shutdowns in the CCR must be tested

5) Pump room bilge alarm must be tested

6) Inert gas system safety devices and functions must be tested, including checking the deck
seal and p/v breaker levels

7) Remote ullage, temp. and pressure monitoring systems must be checked for correct
operation and that they are reading correctly;

8) Deep well cargo and ballast pumps-Test run the pumps to ensure it starts and the
impeller is free of obstructions. Inspect all piping and connections at the pump head and
flow controllers

9) Centrifugal cargo and ballast pumps- Test rum the pumps to ensure the impeller is free of
obstructions. Ensure the pump separators are full prior to the test. Confirm there are no
abnormal sounds and vibration while the pump is running.

10) P/R atmosphere must be checked

11) IGS oxygen analyser must be calibrated, and the readings compared between the
indicators in the E/R, CCR&bridge;
 12) Deep well pump cofferdams should be purged (as well as before and after each
operation)

13) Mast riser sumps should be checked for liquid

14) Where liquid traps are fitted in the main deck scupper drains to the slop tanks, these
must be charged to prevent the blowing back of inert gas

15) Fixed gas detection equipment should be checked and calibrate if necessary

16) UTI tapes and samplers should be checked for correct operation

17) Portable gas analyzing equipment, should be checked for correct operation

18) Oil spill equipment must be deployed at the manifold and at the after end of the main
deck if the vessel is trimmed by the stern

7. IGS / COW
Inert Gas System

General

Hydrocarbon gas normally encountered in petroleum tankers cannot burn in an atmosphere

containing less than approximately 11% oxygen by volume. One way to provide protection
against fire or explosion in the vapour space of cargo tanks is to keep the oxygen level below
that figure. This is usually achieved by using a fixed piping arrangement to blow inert gas into
each cargo tank in order to reduce the air content, and oxygen content and render the tank
atmosphere non-flammable.

Sources of Inert Gas

Possible sources of IG on tankers and combination carriers are:

1. Uptake gas from the ship’s main auxiliary boilers;

2. An independent IG Generator and
3. A gas turbine plant when equipped with an afterburner.

Composition and Quality of Inert Gas

SOLAS as amended, requires that IG systems be capable of delivering IG with an oxygen content of
the IG main not more than 5% by volume at any required rate of flow; and of maintaining a positive
pressure in the cargo tanks all times with an atmosphere having an oxygen content of not more than
8% by volume except when it is necessary for the tank to be gas free.

When using flue gas from a main or auxiliary boiler, an oxygen level of less than 5% can generally be
obtained, depending on the quality of combustion control and the load on the boiler.
When an independent IG generator or a gas turbine plant with afterburner is fitted, the oxygen content
can be automatically controlled within finer limits, usually within the range 1.5%-2.5% by volume.

In certain ports, the maximum oxygen content of IG in the cargo tanks may be set at 5% to meet
particular safety requirements, such as the operation of a vapour emission control system. Where
such a limitation is in place, the ship should be advised of the requirements in the pre-arrival
information exchange.

Efficient scrubbing of the gas is essential, particularly for the reduction of the sulphur dioxide content.
High levels of sulphur dioxide increase the acidic characteristic of the IG, which is harmful to
personnel, and may cause accelerated corrosion to the structure of a ship.

The table provides an indication of the typical composition of inert gas generated from boiler
flue gas, expressed as a percentage by volume.

Nitrogen (N) 83%

Carbon Dioxide (CO2) 12-14%

Oxygen (O2) 2-4%

Sulphur Dioxide (SO2) 50ppm

Carbon Monoxide Trace

Nitrogen Oxide (NOx) 200ppm

Density 1.044

Crude Oil Washing

COW is washing out the residue from the oil tanker using the crude oil cargo itself, after the cargo
tanks have been emptied. Crude oil is pumped back and preheated in the slop tanks, then sprayed
back via high pressure nozzles in the cargo tanks onto the walls of the tank. Due to the sticky nature
of the crude oil, the oil clings to the tank walls, and such oil adds to the cargo 'remaining on board'
(the ROB). By COWing the tanks, the amount of ROB is significantly reduced, and with the current
high cost of oil, the financial savings are significant, both for the Charterer and the Shipowner. 

What must you do if IGS failed during discharging?

1) Stop operation

2) Close all isolation valves

3) Inform to company immediately

4) Operation may resume when IGG is repaired or external IG supply is connected

5) Follow strictly on precaution of static electricity cargo

What alarms are there on the IGS?

IGS Alarms shall be provided to indicate:

 1) High Oxygen content of gas in IG main;

2) Low Gas pressure in IG main;

3) Low pressure in the supply to Deck Water seal

4) High temperature of gas in IG main;

5) Low water pressure to the scrubber

3)~5) automatic shutdown system.

Inert Gas System procedure

Boiler uptake gases are drawn to the scrubber unit via flue gas isolating valve(s) to the scrubber unit.
In the scrubber unit the gas is cooled, cleaned and dried before being supplied in to the tanks.

What is the purpose of the inert gas scrubber tower?

A cleaning chamber in an inert gas plant. The purpose of the scrubber is to cool the flue gas and

remove most of the sulphur dioxide and particulate soot. Seawater is used to scrub or remove
contaminants from the gas before it passes to cargo tanks.

Deck water seal?

Deck water seal is the principal barrier. A water seal is fitted which permits inert gas to be

delivered to the deck main but prevents any backflow of cargo gas even when the inert gas plant is
shut down.

8. Tank Cleaning / Tank entry procedure

Tank Cleaning Methods

What do you refer – CCR24 – Product Carrier Tank Cleaning Guide. Additionally, Miracle TC
guide and Charterers instruction.

Cleaning Methods

1) Evaporation of the residues in the tank

2) Washing the tank with a suitable liquid. Mostly SW with TC machine

Before starting tank cleaning, must make meeting for tank cleaning & make record in DLB. If
changes initial tank cleaning plan, also must re-make meeting & record in deck log book.

General operation plan (Refer to P&A)

1) Line up the tank cleaning system for SW washing: Open valve CT 506, CT 505, CT 501

2) Set program on SCANJET tank cleaning machine: Tree program knobs pushed down
(4,5 /rev) set nozzle to 180 by using hand maneuvering device
 3) Start STBD Ballast pump, start TC pump

4) Open the inlet valve slowly to start the machine increase and maintain pressure in TC
system 8 bar

5) Start cargo pumps (max 110) transfer tank washings to Slops

6) Make three full cycle (180-0). Check oxygen content every 15 min

7) Line up system for Hot Wash. Close Valve CT 501. Unblinded steam line and hot water
washing line. Open Valve TC 502, TC503. Order steam to ER. Open drain on deck, start
ballasting pump, start TC pump. Slowly increase pressure in steam line. Slowly increase
water temperature settings. Finally, set to 65 Deg C. Open TC Machines on 1P,2S. Close
drain on deck. Make three full cycle (180-0)

8) Line up the tank cleaning system for FW washing: Close CT506,505,502,503 Open BF207,
CT507

9) Inform engineers to line up Fire line for FW located in APT

10) Set program on SCANJET tank cleaning machine: Prewash knob fully pushed down

11) Make rinsing of cargo tanks with fresh water 10 min, transfer washings to ROT

12) Purge HC below 2% Vol.

13) Ventilate/Gas free 02 – 20.9% Vol., HC below 1% LEL

14) Inspect, mop the tanks

15) Inert cargo tanks below to 8% Oxygen content

TANK CLEANING IN NON-INERT ATMOSHERE

Cleaning after Annex I cargoes (cleaning in defined atmosphere):

1) Drain lines and pumps;

2) Flush the tank bottom, cargo pumps and cargo lines;

3) Check the tank atmosphere;

a) If the hydrocarbon content is below 10% LEL, start cleaning;

b) If the hydrocarbon content is above 10% LEL, ventilate until it has dropped to below 10%
LEL;

4) Monitor the tank atmosphere during cleaning:

a) If the HC content reaches 35% LEL, stop cleaning and ventilate;

b) Once the HC content has dropped below 10% LEL resume cleaning;

c) Maintain ventilation during cleaning if possible;

5) Clean tanks in accordance with CCR 24 Product Carrier Tank Cleaning Guide or Miracle
recommendations and/or charterers or operator’s instructions as applicable;
 6) Ventilate to 20.9% O2, less than 1% LEL and 0 ppm of toxic gas if gas freeing is required;

7) Record all stages of the operation, including the results of the atmosphere tests, in the
Tank Cleaning Log, in chronological order.

*Use of Chemical for Tank Cleaning:

The hand spraying of any product which contains either toxic or flammable elements is strictly
prohibited on all CSM vessels. Such products include, but are by no means limited to, Toluene,
Methanol, Ethanol, and Acetone. If for any reason a charterer should require the use of any
product for cleaning which could be considered to be either toxic or flammable, the Company is
to be informed and their approval sought before proceeding.

TANK CLEANING IN NON-INERT ATMOSHERE

Cleaning after Annex II cargoes (cleaning in an undefined atmosphere):

1) Drain lines and pumps

2) Flush the tank bottom, cargo pumps and cargo lines, unless the product is water reactive;

3) Do not ventilate the tank;

4) Clean tanks in accordance with Miracle recommendations and/or charterers or operator’s

instructions;

5) If cleaning after a flammable or static accumulative cargo, strictly observe static

precautions in accordance with the requirements of DCOM (Tankers) Part A, Chapter 4
Static Electricity and Part C, Chapter 8.6.2. Tank Cleaning;

6) If applicable, ensure appropriate PPE & respiratory is in use to prevent the exposure of
personnel to toxic gas;

7) Ventilate to 20.9% O2, less than 1% LEL and 0 ppm of toxic gas if gas freeing is required;

8) Record all stages of the operation in the TC log.

*Make the gas concentration is LEL 10% or below %, if it is reached 35%, stop TC & make the gas
concentration is LEL 10% or below %.

TANK CLEANING IN INERT ATMOSPHERE

1) Before tank cleaning operations, commence the Oxygen content must be determined and
should not exceed 8% by volume. Oxygen content must be monitored and if, during
washing, it exceeds 8% by volume, washing must be stopped until satisfactory conditions
 are restored.

2) Washing must also be carried out with the tanks under positive inert gas pressure, and
washing must be stopped if this cannot be maintained.

3) If gas freeing is required the tanks must be purged with inert gas until the HC
concentration is 2% by volume or less. Under no circumstances must the atmosphere be
allowed to come within the flammable range at any time.

4) Ventilate to 20.9% O2, less than 1% LEL and 0 ppm of toxic gas if gas freeing is required;

Cleaning after the Carriage of Volatile Annex I Cargoes in Non-Inert Tanks

Before Washing

The following procedure must be followed:

ㆍ The tank bottom piping system including cargo pumps, cross overs and discharge lines should
be flushed with water, so that all parts are covered, and then stripped. This flush should not be
undertaken using the tank washing machines; The flushing water should be drained to a slop
tank;

ㆍ The tank should be ventilated to reduce the gas concentration of the atmosphere to 10% or
less of the LFL. Gas tests must be made at various levels and due consideration should be given
to the possible existence of pockets of flammable gas;

ㆍ Tank washing may only commence once the tank atmosphere reaches 10% or less of the LFL.

During Washing

The following procedure must be followed:

ㆍ Atmosphere testing should be frequent and taken at various levels inside the tank during
washing to monitor the LFL percentage;

ㆍ Consideration should be given to the possible effect of water on the efficiency of the gas
measuring equipment and therefore to the suspension of washing in order to take readings;

ㆍ Mechanical ventilation should, whenever possible, be continued during washing and provide a
free flow of air from one end of the tank to the other;

ㆍ Where concurrent mechanical ventilation is not possible, the monitoring of the tank
atmosphere should be frequent as the likelihood of rapid gas build-up is increased;

ㆍ The tank atmosphere should be maintained at a level not exceeding 35% LFL. Should the gas
level reach 35% LFL at any measured location, tank washing operations in that individual tank
MUST cease immediately;

ㆍ Washing may be resumed when continued ventilation has reduced and is able to maintain the
gas concentration at 10% or less of the LFL.
Control of Ignition Sources during Washing

In addition to the monitoring gas concentrations, atmosphere static electricity precautions must
be observed for static accumulator cargoes.

The following procedure must be followed:

ㆍ Portable tank cleaning hoses must be checked to ensure that the bonding is in good order;

ㆍ Portable washing machines must not be introduced into the tank until the LEL level is 10% or
less;

ㆍ All hose connections should be made, including to the washing main, before the machine is
introduced into the tank. Connections must not be broken until the machine has been removed
from the tank;

ㆍ Synthetic fibred ropes or metallic tapes must not be used for ullaging, dipping or supporting
tank cleaning machines;

ㆍ Sounding line weights must only be introduced through a sounding pipe reaching close to the
bottom of the tank and earthed to it;

ㆍ Re-circulated wash water must not be used;

ㆍ A hot wash for a low flashpoint cargo should only after a full cold wash has been carried out;

ㆍ Chemical additives must not be used without office permission;

ㆍ The tank must be kept well drained – water must not be allowed to build up;

ㆍ The discharge into the slop tank must be below the level of liquid in that tank.

These precautions must be clearly indicated in the tank cleaning plan.

Washing in an Over-Rich or Undefined Atmosphere

The Company does not permit the washing tanks which have previously contained flammable
cargoes to be washed in an over-rich or undefined atmosphere on vessels carrying MARPOL
Annex I cargoes.

Purging

Less 2% Vol. HC. Most of pet.cargo Flammable range = 2~10% vol.

Decanting of the content of the Slop tank is a critical step in the retention of oil on board
and the timing of the various steps in the operation is important. How much time is required
to separate oil and water in the slop tank to start decanting?

The time required for oil water to separate in the slop tank depends upon the motion of the ship
as well as on the type of previous cargo. Under favorable conditions a few hours may be enough,
but in most circumstances 36 hours or more should be allowed.

Pressure main/secondary and settings

Venting Capa. = 125% Max. Load rate.

Max. Load rate = 80% of Venting Capa.

Primary Venting = Mast riser / at low velocity. High above deck.

Secondary Venting = PV valves / high velocity. At least 30 metres per second

Settings

!!! Inerted !!!

High alarm – 110% design pressure of p/v pressure valve. Ex) Set alarm at 220 mb for pressure
relief setting of 200 mb

Low alarm – Set to 1/2 the inert gas low low-pressure alarm. Ex) set alarm at 50 mb for low low-
pressure alarm of 100 mb.

IG Low is 20mbar, IG low low is 10mbar , PV valve low alarm is 50% of IG low low, means 5 mbar.

!!! Not inerted !!!

High alarm – Same as inerted tank

Low alarm – 110% design pressure of p/v vacuum valve (but up to 125%). Ex) set alarm at -38.5
mb for vacuum relief setting of -35 mb, but up to -42.75 mb

★Enclosed Entry Permit★

It is one which has limited openings for entry and exit, is not designed for continuous worker
occupancy
and is provided only with natural ventilation.

Enclosed space = spaces not provided the mechanical ventilation is operational, as least 15 min
prior to entry or if any doubt about the atmosphere. And as per ship’s specific ES list.

It consists of 4 sections and always is made together with RA & Work permit.

Section 1: Pre-Entry preparation and checks by R.O.

Section 2: Pre-Entry checks by each person entering the space.

Section 3: BA and other EQ check by R.O and person.

Section 4: A further assessment of the atmosphere in the less accessible areas (only if available)

*Atmosphere to be checked every rest time and every hour. If stopped ventilation more than
10mins, must check tank atmosphere.

The atmosphere must be checked and the following complied with:

1) O2 – 20.9%

2) HC less than 1% LEL;

3) H2S, (CO) Carbon Monoxide, other toxic gas concentrations – zero;

4) Ventilation must be provided and operating;

5) Adequate illumination must be provided;

6) The number of persons entering the tank must be limited to the minimum compatible
with the task to be performed;

Note: Two senior officers from the same department must never enter an enclosed space at the
same time.

7) Rescue harnesses

8) Rescue and resuscitation equipment must be available at the entrance to the

compartment. An EEBD for less accessible areas;

9) The valves serving the compartment must be closed. Two-valve separation must be
maintained between cleaned lines and any which are not;

10) Inert gas pressure on other tanks must be reduced to a small positive pressure and all
necessary valves to isolate the compartment to be entered must be closed.

11) The maximum permitted validity is one working day from 0800 until 1700. If for
operational reasons entry is made outside these hours, then the maximum period of
validity is 8 hours. If the work requires longer than 8 hours a new Enclosed Space Entry
Permit must be completed;

12) The atmosphere re-checked at hourly intervals and prior to re-entry after any work
breaks, the results shall be recorded in the Hourly Atmosphere Re-Check Record.

Responsible Officer

Designated by the Master. Complete the entry and atmosphere checks. Competent in the use of
analysers.

R.O may only enter the compartment to carry out the additional checks required for the less
accessible areas. Once those additional checks have been completed, he should vacate the
compartment.

If it becomes necessary for the R.O to enter the compartment, after completing the above-
mentioned additional checks, then there will be a need to change the R.O.

Designated Person (ship’s crew)

Assigned by the R.O., Permit Holder.

Stand by at entrance of compartment.

Allows the entry only to those who have signed the ESEP and maintains control whilst personnel
are in the compartment.

He must ensure that the Personnel Record section of the permit is maintained.

Visual contact must be maintained by the DP with the personnel in the compartment where
possible and their actions monitored to ensure they are safe. A reporting interval of a maximum
of 5 minutes must be established when visual contact cannot be maintained.

The DP is to maintain contact with R.O.

Atmosphere Testing and Ventilation

Prior to gas testing from outside the enclosed space the ventilation must be stopped for at least
10 mins. Readings are to be taken from at least three levels – top, middle, and bottom and in
several locations such as the double bottom area underneath a cargo tank. The atmosphere in the
less accessible areas will have to be checked from within the compartment. For this purpose, after
the initial atmosphere tests have been completed, the R.O and one other person shall enter the
compartment. The R.O shall carry an EEBD, personal gas monitor in addition to the atmosphere
testing equipment. The second person shall remain in the vertical section of the tank and
maintain visual contact with the R.O completing the full assessment of the less accessible areas.

If there is a possibility of a toxic gas being present the compartment must be checked using a
toxic gas analyser and the correct tube. It should by borne in mind that on occasion more than
one toxic gas may be present. The atmosphere must be tested for all possible toxic gas and the
permitted TLV. Entry can only be permitted if there is a zero reading for the particular toxic gas.

Risk Assessment

Analysers

The analyser used for testing the atmosphere prior to entry must be a different unit to the
personal analyser used by personnel entering a compartment. This will reduce the risk of exposure
to a dangerous atmosphere in case of equipment malfunction.

A personal analyser must be used as follows:

ㆍ On every entry into an enclosed space;

ㆍ On every occasion where there is doubt about the atmosphere either within an area or a
compartment not defined as an enclosed space;

ㆍ Whenever cargoes or bunkers with a high H2S content are being handled;

ㆍ Whenever a pump room entry is made.

Whenever any person or persons enter an enclosed as least one of those persons must carry with
them a personal has anlayser that is capable of measuring the Oxygen, the Hydrocarbon (LEL),
Hydrogen Sulphide and Carbon Monoxide content. If two persons are working in widely separated
parts of the same enclosed space, then each person shall have a personal analyser with them.

Tagging System

The company uses a system of tagging each compartment as to whether it is safe for entry or
not:

ㆍ Red tags indicate that a compartment is unsafe for entry;

ㆍ Green tags indicate that it is safe to enter the compartment.

The tagging system is to be kept under the control of the R.O.

Entry into an Enclosed Space which contains a Hazardous Atmosphere

Entry into an Enclosed Space which contains a Hazardous Atmosphere should only be considered
as an emergency situation where no practicable alternative exists. The Marine Department must
be informed and approval to proceed received prior to such entry taking place. A copy of the
approval must be attached to the permit.

A R.A must be completed, all hazards associated with such entry identified, and the relevant
control measures applied. The safety procedures detailed in the Permit must be fully complied
with. The Hourly Atmosphere Check Record need not be completed.

9. Gas detection equipment

TLV TWA/STEL/C

ppm = mL/M3

Threshold Limit Value (TLV)

Airborne concentrations of substances under which it is believed that nearly all workers may be
exposed day after day with no adverse effect. TLV’s are advisory exposure guidelines, not legal
standards, that are based on industrial experience and studies.

There are three different types of TLV’s:

1) Time Weighted Average (TLV-TWA)

The airborne concentrations of a toxic substance averaged over an 8-hour period, usually
expressed in parts per million (ppm).

2) Short Term Exposure Limit (TLV-STEL)

The airborne concentrations of a toxic substance averaged over any 15 minute period, usually
expressed in parts per million (ppm).

3) Ceiling (TLV-C)

The concentration that should not be exceeded during any pert of the working exposure.

Analyser

Draeger x-am 7000: Two pcs supplied to each vessel.

%LEL, %volume HC, %volume O2, H2S ppm.

The sensors in the Draeger X-AM 7000 have a 5-year service life. Each unit is returned to IM&M every 2
years for servicing. Replacement analysers will be supplied before the units are landed. The analysers do not
require annual servicing. It should not be necessary to replace sensor filters within the 2-year cycle of
returning to IM&M.

The alarm settings for the X-AM 7000 are:

ㆍ H2S 5 ppm;

ㆍ LEL 10%;

ㆍ O2 19%.

There is no alarm setting for % volume HC.

MSA Altair 4: Six pcs are supplied to each vessel.

%LEL, %volume O2, H2S ppm, CO ppm.

The alarm settings for the MSA Altair 4 are:

ㆍ H2S Alarm A1 = 5 ppm, Alarm A2 = 10 ppm.

TWA over 8-hours 5 ppm;

ㆍ LEL 10% and 20%;

ㆍ O2 19.5% deficiency, 22.0% enrichment;

ㆍ CO TWA 30 ppm.

Chemical Indicator Tubes and Hand Pumps

Span (Calibration) Gas

Draeger X-AM 7000

1) 8% volume Butane, 13% CO2, Balance N2, 20liters, used for & volume HC(Butane); 3
cylinders supplied each capable of providing about 15 calibrations.

2) 25 ppm H2S, Balance N2, 110liters, used for H2S; 1 cylinder supplied, capable of about 60
calibrations. The analyser should give a reading of 25 ppm H2S.

3) 0.75% volume Butane, balance air, 20 liters, used for %LEL. Note: O2 is factory set and
can only be calibrated in fresh air. Nitrogen must not be used.

MSA Altair 4

1) Mixed 4 gas cylinder, 58 liters, 15% O2, 20ppm H2S, 60ppm CO, 29% LEL(1.45% volume
Methane), Balance N2; 2 cylinders supplied each capable of providing about 30
calibrations. The analyser should give a reading of 15% O2 and 29% LEL.

Calibration gas should be checked every 3 months and the record ECF22 – Calibration Gas Check.

Atmosphere Check – Cargo and Other Spaces : ECF30

Extension Hoses and Aspirators

ㆍ Each vessel must be equipped with at least two manual aspirators and two lengths of extension
hose to allow the atmosphere to be sampled from the deepest tank, hold or compartment.

ㆍ The draeger X-AM7000 & MSA Altair 4 are both capable of being used with extension hoses
up to 30 meters in length.

Analyser Calibration and Testing

ㆍ A “Bump Test” or check can be applied either by breathing into the analyser, in which case
there should be a drop in the oxygen reading of about 3-5% or by the use of span gas which
should result in the test gas being registered. Excessive bump testing by breath should be
avoided as exhaled moisture can affect sensor readings.

ㆍ A “Calibration” is physically altering and re-setting the readings the machine is giving, and
involves resetting the zero and span levels. Calibration should be carried out strictly in accordance
with the manufacturer’s instructions at the intervals described below.

ㆍ The Draeger X-AM 7000 has a factory set zero of the oxygen sensor and this should not be
adjusted. Under no circumstances must a zero calibration of the Oxygen sensor using nitrogen
gas be attempted as this will probably result in the failure of the analyser. Therefore, all vessels
should only perform a zero check, not a zero adjustment.

10.Commercial operations
When voyage order received, what to do as a C/O?

Upon receipt of voyage orders, Master must send the maximum quantity the vessel can load
including a full breakdown of the deadweight calculation. Form CCR101 – Cargo Quantity
Request should be used to request the cargo quantity from the cargo suppliers.

The message should include, where applicable;

ㆍ The maximum deadweight,

ㆍ Company UKC Policy

ㆍ Load line Zones ;

ㆍ Cargo temperature and density ;

ㆍ Any limitations, ex) draft restrictions at load or discharge ports and Fresh Water Allowance ;

ㆍ The need for double valve segregation, compatibility with adjacent cargoes and the carriage
requirements of the IBC Code ;

ㆍ Bunker quantities, specifying each grade ;

ㆍ The deadweight constant ;

ㆍ Fresh water and stores ;

ㆍ The trim, list, sheer forces and bending moments ;

ㆍ The final amount of cargo which the vessel can safely load ;

ㆍ All safety equipment, including toxic product detector tubes, if required ;

ㆍ Tank cleaning materials required and available on board ;

ㆍ Material Safety Data Sheets

If MSDS not provided, what to do?

Material Safety Data Sheet

It consists of 16 sections.

It contains cargo properties, first aid, TLV, STEL, Hazard pollution method, identification, PPE,
Firefighting, Handling & storage, Transport, Disposal info. MSDS has to be supplied by supplier or
L/M.

If the shipper does not provide MSDS, then Letter of Protest should be issued.

Vessel should notify the competent authority of the loading/bunkering port and the authority of
the relevant port of destination. In addition, Vessel should notify the company which in turn will
notify the Flag administration.

11.MARPOL
MARPOL Convention, 1973/78

Annex I: International Oil Pollution Prevention (IOPP Cert)

Annex II: Noxious Liquids Substances (NLS Certificate)

Annex III: Harmful Substances (not yet in force)

Annex IV: International Sewage Pollution Prevention (ISPP Cert)

Note: This certificate is not yet mandatory but it is required in some ports because of the Helsinki
Convention.

Annex V: Garbage Pollution Prevention (no certificate required)

Annex VI: International Prevention of Air Pollution.

Oil Record Book & Cargo Record Book

Oil and Cargo Record Books

Oil Record Book Part 2 – MARPOL Annex I cargoes, or ballast operation

The Plan View of Cargo and Slop Tanks in the front of the Oil Record Book Part 2 must be fully
completed, including the tank capacities and the depth of the slop tanks.

The occasions when the Oil Record Book must be completed are:

ㆍ Loading a MARPOL Annex I cargo: A

ㆍ Internal transfer of cargo during the voyage; B

ㆍ Discharging a MARPOL Annex I cargo; C

ㆍ Crude oil washing;

ㆍ Ballasting of cargo tanks;

ㆍ Cleaning of cargo tanks; G

ㆍ Cleaning of cargo tanks which have contained a MARPOL Annex II chemical, using a MARPOL
Annex I product as a washing agent, including a mandatory MARPOL Annex II pre-wash. Both
the Oil Record Book Part 2 and the Cargo Record Book must be completed;

ㆍ Discharge of dirty ballast;

ㆍ Discharge of water from slop tanks into the sea; I

ㆍ Disposal of residues and oily mixtures not otherwise dealt with; J

ㆍ Discharge of clean ballast contained in cargo tanks;

ㆍ Closing of all applicable valves or similar devices after slop tank discharge operations;

ㆍ The condition of the oil discharge monitoring control system (ODME);

ㆍ The accidental or other exceptional discharge of oil.

It is extremely important that whenever an operation is carried out, all the required entries for
that operation are made. For example, whenever a decanting operation is undertaken, each of the
codes under Section I must be completed. If the required information is not available to fully
complete a section, then the operation cannot proceed. Where any doubt exists, it is better to
include too much information rather than too little.
In the event of an accidental or other exceptional discharge of an Annex I cargo, full details of the
circumstances of the discharge must be made in the ORB Part 2 and must be supported by an
investigation report.

Cargo Record Book – MARPOL Annex II

The Plan View of Cargo and Slop Tanks in the front of the Cargo Record Book must be fully
completed, including the tank capacities and the depth of the slop tanks.

The occasions when the Cargo Record Book must be completed are:

ㆍ Loading a MARPOL Annex II cargo;

ㆍ Internal transfer of cargo during the voyage;

ㆍ Discharging an MARPOL Annex II cargo;

ㆍ Mandatory prewash, including the use of a MARPOL Annex I product as a washing agent, in
which case both the Cargo Record Book and the Oil Record Book Part 2 must be completed;

ㆍ Cleaning of cargo tanks;

ㆍ Cleaning of cargo tanks which have contained a MARPOL Annex II chemical using a MARPOL
Annex I product as a washing agent, in which case both the Cargo Record Book and the ORB
Part 2 must be completed;

ㆍ Discharge into the sea of tank washings;

ㆍ Ballasting of cargo tanks;

ㆍ Discharge of ballast water from cargo tanks;

ㆍ An accidental or other exceptional discharge of a product;

ㆍ Control by authorized surveyors;

ㆍ Additional operational procedures and remarks.

MARPOL Annex I, II discharging?

Annex I

From cargo area

1) Not within Special area

2) More than 50nm from nearest land

3) Proceeding en-route. (broadly producing of wake)

4) Instantaneous rate of discharging of oil content does not exceed 30L/NM

5) Total quantity of oil discharged into the sea does not exceed 1/30,000 of total quantity of
 the particular cargo.

6) ODME in operation.

Special area Annex I

1) Mediterranean sea

2) Baltic sea

3) Black sea

4) Red sea

5) Gulfs area

6) Gulf of aden

7) Antarctic area

8) NW European water

9) Oman area of Arabian sea

10) Southern south Africa water

Annex II

1) At least 7 kts en route

2) Discharge below the waterline. Not exceeding max. rate for which the underwater outlet
designed

3) Not less than 12nm from nearest land and depth not less than 25m

4) Antarctic area (Lat.60 S) prohibitted

Garbage Discharging (Annex V)

A- Plastics

B- Food waste

C- Domestic wastes

D- Cooking oil

E- Incinerator ashes

F- Operational wastes

G- Animal Carcasses
 H- Fishing gear

I- E-waste

Discharge outside special area

1) En route (anchor x)

2) 3nm from NL, grinded 25mm or 12nm from NL

Discharge within special area

1) En route

2) 12nm from NL with grinded 25mm

Special area Annex V

1) Mediterranean sea

2) Baltic sea

3) Black sea

4) Red sea

5) Gulfs area

6) North sea

7) Antarctic area

8) Caribbean region including GOM

Min. Draft and Max. Stern trim

MARPOL Annex I, Chapter 4 – Requirements for the cargo area of oil tankers, Reg.18 SBT
20,000 dwt  tankers

Amidship draft (Dm) >= 2+0.02L (not less than)

Stern trim <= 0.015L (not greater than)

And not less than full immersion of propeller.

12.Safety Officer’s duties

The Ship Safety Officer

Safety Officer is responsible for:

ㆍ Ensuring robust Safety & Health culture with the aim to prevent accidents;

ㆍ Investigation and reporting incidents as well as providing recommendations for corrective and
 preventive actions;

ㆍ Ensuring compliance with statutory health, safety and hygiene requirements, applicable
Company’s requirements as well as the provisions of the MCA “Code of Safe Working Practice”;

ㆍ Communicating Company’s safety objectives and targets to all Officers & Crew and
encouraging their participation and contribution;

ㆍ Conducting safety & health inspections at regular intervals as well as reporting defects and
safety observations to the Master;

ㆍ Ensuring regular preventive maintenance, inspection and testing of all safety equipment;

ㆍ Ensuring that emergency exercises and training is conducted in full compliance with statutory
and company’s requirements;

ㆍ Participating in risk management activities;

ㆍ Ensuring that corrective and preventive actions are implemented timely and effectively;

ㆍ Identifying and conducting training for all Officers and Crew.

SOLAS Life boat launching

Every 3 month Offload

What is the purpose of the ISM Code?

The purpose of the ISM(International Safety Management) Code is to provide an Int. Standard for
the safe management and operation of the ships and for pollution prevention.

The objectives of the ISM Code are to:

 Ensure safety at sea;
 Prevent human injury or loss of life; and.
 Avoid damage to the environment with focus on the marine environment and on property The
ISM Code establishes the following safety management objectives of the company:

What is the Risk Assessment?

A risk assessment is simply an assessment of risk. It is an examination of a task or job that may

be carried out on board to identify the presence of hazards that may cause harm to people,
property or the environment.

RA is to identify and control the risk and hazards. To prevent harm and to reduce severity and
likelihood of occurrence.

Likelihood x Severity = Risk factor

Risk Factor 1-6 acceptable

 13.Security
The Ship Security Officer

The main duties of the ship security officer (SSO) include implementation and maintenance of a
ship security plan, while working closely with the company security officer (CSO) and the port
facility security officer (PFCO).
According to the ISPS code, every ship must have a ship security officer, who has the full
responsibility of the ship’s security.
The main responsibilities of ship security officer (SSO) are:
 Implementing and maintaining the ship security plan (SSP)
 Conducting security inspections at regular intervals of time to ensure that proper security
steps are taken
 Making changes to the ship security plan if need arise
 Propose modifications to the ship security plan by taking various aspects of the ship into
consideration
 Help in ship security assessment (SSA)
 Ensure that the ship’s crew is properly trained to maintain a high ship security level
 Enhance security awareness and vigilance on board ship
 Guide ship’s crew by teaching ways to enhance ship’s security
 Report all security incidents to the company and the ship’s master
 Taking view and suggestions of the company security officer and the port facility security
officer into consideration while making amendments to the ship security plan
 Help company security officer (CSO) in his duties
 Consider various security measures related to handling of cargo, engine room operations,
ship’s store etc.
 Coordinate with ship board personnel and port authorities to carry out all ship operations
with utmost security
 Ensure that the ship security equipment is properly operated, tested, calibrated, and
maintained

Company Security Officer

The company official from the ship operator who will be responsible for developing, maintaining
and enforcing the company security policies as set out in the Ship Security Plan.

The CSO will oversee and coordinate security efforts across the company, including information
technology, human resources, communications, legal, facilities management and other groups, and
will identify security initiatives and standards.

What is the ISPS?

International Ship and Port facilities Security

To prevent any threat from any suspect person, item.

Lv. 1 – 20 on 1. Twice per watch

Lv. 2 – 3 on 1. Every hour, Every day. Additional personnel to patrol deck area during silent hours.
Increasing the frequency of search of persons, effects. Escorting visitors.
Lv. 3 – Suspension of embarkation or disembarkation, Cargo ops, delivery, etc. Additional
gangway watch. Start “search”

Evacuation of ship, Movement of ship.

Drill every 3 monthly. If more than 25% crew changed, drill should be conducted within one week
of the change.

14.Maintenance standard / PMS

What are the critical equipment and system on board?

A critical system

A mechanical, electrical, electronic or other items of equipment or system that in the event of a
failure may result in a hazardous situation that imperils the vessel or present an unacceptable
level of risk to the continued operation of the vessel.

ㆍ Main propulsion

ㆍ Communication and Nav. EQ

ㆍ Steering gear

ㆍ EM’CY Electrical system

ㆍ EM’CY firer pump

ㆍ Fire detection system

ㆍ Fuel shut down

ㆍ Ventilation damper

ㆍ ODME and OWS

ㆍ P/V Valve

ㆍ EM’CY G/E

ㆍ Watertight doors

ㆍ PA system

ㆍ Life boat

Work permit

The work permit system consists of an organize and pre-defined safety procedure. A “work
permit” does not in itself make the activity safe, but contributes to measures for safe working. An
appropriate work permit shall be completed for the following activities:

ㆍ Hot works;

ㆍ Cold work on tankers including winch brake testing;

ㆍ Entry into enclosed spaces;

ㆍ Work on electrical circuits and switchboards;

ㆍ Maintenance of critical equipment and systems;

ㆍ Work on pipelines and pressure vessels including pressure testing of any system or equipment;

ㆍ Working aloft;

ㆍ Working Outboard;

ㆍ Cargo Hose testing;

ㆍ Contractors working on board;

ㆍ Diving operations;

ㆍ Working with asbestos (where still found on board older vessels)

The majority of maintenance jobs on board require the completion of the appropriate work
permit. If the job is not specifically covered by a dedicated work permit, then the Cold Work
Permit should be used.

HOT WORK PERMIT

Hot Work Permit – All vessels

Not within Designated area(work shop), each location each permit, more than 3m apart.

1) Work plan

2) Not above a bunker tank or within 500 mm of a bunker tank bulkhead or vent;

3) Less than 1% LFL;

4) Flammable product

5) Continuously ventilated;

6) PPE

7) Earthing and welding cables are in good condition

8) FFE is available at the work site where welding equipment

9) Fire extinguishers must be of class B or C.

Specific Requirements – Tankers

Written company approval – outside the Designated Area.

Work Plan and RA send to the company when seeking approval.

No any operation (cargo, TC, inerting, Purging, etc.)

Hot Work Outside a Designated Area

The following must be complied with:

ㆍ A Work Plan and Risk Assessment must be forwarded to the company when seeking approval;

ㆍ The General Requirements for Hot Work must be complied with;

ㆍ All cargo tank and vent openings must be closed and all vent lines isolated.

Hot Work within a Hazardous Area

Definition of Hazardous Areas

The entire cargo deck forward of a line 3 meters aft of the accommodation front, including the
forecastle space if the entrance is from the cargo deck, the pump rooms, and other spaces which
lead directly off the cargo deck, are considered hazardous areas.

1) A Work Plan & RA must be forwarded to the company;

2) The General Requirements for Hot Work must be complied with;

3) Cargo and slop tanks within a radius of at least 30 meters including diagonally positioned
compartments, must have either been:

ㆍ Cleaned and gas freed, with hydrocarbon vapour content reduced to not more than 1%
LFL and maintained at that level, or

ㆍ Emptied, purged, and the hydrocarbon vapour content has been reduced to less than
2% by volume and inerted, or

ㆍ Completely filled with water;

ㆍ On inerted vessels, all slops should either be removed from the vessels or securely isolated in
a non-adjacent tank as far as is practicable, from the Hot Work location;

ㆍ All other cargo tanks must be inerted with openings closed;

ㆍ Adjacent ballast tanks and compartments, other than cargo tanks, should be checked to ensure
they are gas fres.

ㆍ On non-inerted vessels, all cargo tanks within 30 meters of the work location, including
diagonally positioned cargo tanks, should either have been cleaned and gas freed to hot work
standard, or completely filled with water, and

ㆍ All slops should either be removed from the ship or securely isolated in the tank furthest (at
least 30 meters) from the Hot work location. Vapour or vent lines to the compartment should also
be ventilated to not more than 1% LFL and isoalated.

Hot Work within a Cargo Compartment

If Hot Work within a cargo compartment cannot be avoided, the work must be carried out under
following conditions:

ㆍ A Work Plan & RA must be forward to the company;

ㆍ The General Requirements for Hot Work must be complied with, as applicable;

ㆍ The compartment has been cleaned and gas freed to 0% LEL, and is being continuously
ventilated;

ㆍ Particular attention has been paid to the removal of sludge and deposits in accordance with
the recommendations of ISGOTT 9.4.4.2;

ㆍ Adjacent cargo and slop tanks including diagonally positioned compartments, must have either
been:

ㆍ Cleaned and gas freed, with hydrocarbon vapour content reduced to not more than 1% LFL
and maintained at that level, or

ㆍ Emptied, purged, and the hydrocarbon vapour content has been reduced to less than 2% by
volume and inerted, or

ㆍ Completely filled with water;

ㆍ On inerted vessels, all slops should either be removed from the ship or isolated in a tank as
far as practicable from the Hot Work location;

ㆍ Vent and vapour lines must be ventilated to not more than 1% LFL and isolated.

ㆍ All other tanks must be inerted, other than those which are clean and gas free, and their deck
openings closed;

ㆍ All interconnecting lines to other compartments should be flushed through with water, drained,
vented and isolated from the compartment;

ㆍ Heating coils should be flushed or blown through with steam and proved free of hydrocarbons;

ㆍ Any further risk reduction requirements identified from the RA have been addressed.

ㆍ On non-inerted vessels, adjacent cargo tanks including diagonally positioned cargo tanks must
have either been:

ㆍ Cleaned and gas freed to Hot Work standard, or

ㆍ Completely filled with water.

All slops should either be removed from the ship or securely isolated in a closed and non-
adjacent tank at least 30 meters from the Hot work location. For this purpose, tanks located
diagonally should be regarded as adjacent tanks. Vapour or vent lines to the compartment should
also be ventilated to not more than 1% LFL and isolated.

15.Familiarity with Third Party Inspections

PSC, TIN21

What preparations should you make before Vetting/PSC?

Vessel must be ready for third party inspection at any time. Nowadays because of busy schedule
in trading, Vessel hasn’t so much time for preparing inspection.
So, normally before inspection vessel will be notified by third parties except PSC.

Then C/O must check and prepare followings.

ㆍ Check all questionnaires from inspection point

ㆍ Check all Significant observations

ㆍ To give good impression, Vessel’s cosmetic must be touched

ㆍ Train & educate all crew regarding there duties and responsibilities on board

ㆍ Security, Safety, Hygiene

ㆍ Help junior officers

ㆍ Ship’s documentations

ㆍ Check whether crews are motivated or qualified

Vessel General Permit

US Environmental Protection Agency(EPA) VGP is a set of requirements that apply to 27 types of

discharges incidental to the normal operation of vessels to minimize their impact on surrounding
waters.

VGP applies when vessels are operating within the US Territorial Sea (3 mile).

To obtain VGP coverage, an electronic Notice of Intent (eNOI) has to be submitted for the vessel
by Columbia 7 days prior to the vessel arrival in US waters.

16.Familiarity with OCIMF VIQ, CDI SIRE

How will you prepare Vetting inspection?

VIQ – Vessel Inspection Questionnaire.

Consist of two parts:

1) Questionnaire

2) Briefing, Requirements with reference to official Publications (IMO, OCIMF, ICS)

Good assistance to prepare the vessel to the Vetting Inspections (at all aspects of safety).
Permitted to check any aspects to meet to Requirements of Official Standards and Regulations.

As per MIN 02. VIQ check list and Significant observation history from Company.

17.Situational / Scenario discussion

P&A Manual

The purpose is to identify the arrangement and equipment required to enable compliance with
Annex II (pre-wash) and to identify for ship’s officers all operation procedures with respect to
cargo handling, tank cleaning, slop handling, residue discharging, Ballasting and De-ballasting.
★예상질문 & 단어정리★
As C/O, what is your idea when working with deck crew, giving motivation for good results?

First off, In every jobs I’ll do my best job to lead by example as a Senior officer and will be a
good listener for any concern. Always respect and trust to them for good results. And then, I
believe that they will follow me and make good performance.

What is ASTM table? (American Society for Testing and Materials)

These methods are mostly used for calculation of chemical cargoes. But for petroleum products
and crude oils, ASTM tables are used for calculating cargo weights. 

ASTM tables give the Volume correction factors (VCF) to find the volumes at temperature for
which the density is given.

What is the Density?

The mass of a substance per unit of vol. (kg/m3)

On the basis of 15°C. It consists of Vac/Air and can be converted:

>1 0.0010 Air  Vac +

>1 0.0011 Vac  Air –

What is the S/G (Specific gravity)?

Ratio of mass for 4°C of Water and 20°C of cargo.

What is Flash point?

The lowest temperature at which a flammable liquid will produce enough vapour to form an
ignite mixture with the surrounding air.

*Volatile <60°C FP, Non-volatile >=60°C FP

But if load temp is 10°C higher than FP, Consider as volatile.

Inerting: Filling and replace tank atmosphere with inert gas. To prevent ignition by removing O2.

Padding: Filling and replace gas by inert gas. To separate from the air.

Purging: To replace HC to normal or uncombustible atmosphere by introducing inert gas.

Gas free: To evaporate all toxic, HC gases in tank and make normal atmosphere.

Static electricity: ~is transforming of current. This is not applied to inert condition, non-
flammable tank condition.
Persistent Oil

~is not dissipate quickly and therefore pose potential threats to natural resources when released
to environment. Crude oil, Heavy FO, LO, Heavy DO.

CPP, LPG, LNG: Non-persistent cargo

Deadweight & Displacement

The deadweight is the difference between the displacement and the mass of empty vessel

(lightweight) at any given draught. It is a measure of ship's ability to carry various items: cargo, stores,
ballast water, provisions and crew, etc.

Deadweight is the actual amount of weight in tons that a vessel can carry when loaded to the
maximum permissible draught (includes fuel, fresh water, gear supplies, catch and
crew). DISPLACEMENT MASS. Displacement mass is the total weight of the vessel, i.e.: Lightship
weight + deadweight 

= displacement mass.

ODME failure?

MARPOL Regulation I/31.2 states:

“Any failure of this monitoring and control system shall (automatically) stop the discharge. In the event
of failure of the oil discharge monitoring and control system, a manually operated alternative method
may be used, but the defective unit shall be made operable as soon as possible. Subject to allowance
by the port State authority, a tanker with a defective oil discharge monitoring and control system may
undertake one ballast voyage before proceeding to a repair port.”
“before proceeding to a repair port” means a laden voyage following a ballast voyage. If the ODME
fails during tank cleaning while the tanker is en route to a loading port, the cleaning may continue as
long as a planned and documented manual method of monitoring and logging the discharge is being
utilized. The vessel may then make one (1) loaded voyage after which the ODME must be repaired at
the discharge port. If the repairs cannot be done at the discharge port, then the vessel may be
allowed one (1) voyage directly to a port where ODME repairs can be accomplished.

Revisions to the Original Cargo plan

During cargo operations it may be necessary to revise the loading or discharge plan due to
unexpected circumstances, for example to accord with the request of the receivers or shippers. If
necessary, stability must be re-calculated and this may result in delay. Under no circumstances must
cargo operations proceed if there is any doubt as to whether or not stability and stress can be
maintained within the desired limits. If problems arise, then the company is to be immediately
informed.

What is stability of a vessel?

Ship stability is the ability of a ship to float in an upright position and, if inclined under action of an
external force, to return to this position after the external force has ceased acting
SF & BM

Shear Force – The shear force at any point along a loaded beam may be defined as the algebraic
sum of all vertical forces acting on either side of the point on the beam.

Bending Moment – Bending moment at any point along a loaded beam may be defined as the sum of
the moments due to all vertical forces acting on either side of the point on the beam.

Loading Computer failure?

A loading computer is provided to supplement the Trim and Stability Booklet its primary function is to
facilitate the pre-calculation of conditions of loading with respect to draft, trim, SF and BM, and to
facilitate the calculation of damaged stability.

The loading computer must be tested monthly for operational accuracy against both the approved test
data supplied by the manufacturer or class and against the conditions in the Trim and Stability Book,
such that the computer is checked against every condition at least every six months. The record
ECF40 – Cargo Load Computer Test must be maintained and records should include which
condition was checked. If there are any significant differences, the company must be informed.

Records of stability calculations must be retained on board. It is recommended that upon sailing, a
copy is taken to the bridge and left available in the event of an emergency situation.

Back-up CD for input data keep in Master’s office and usually copied and installed at CCR and bridge
computer for emergency situation.

During cargo operation, it should be manual checked(sounding) and compare with Tank radar. And
then input data by referring to Trim and Stability Booklet.

During loading operation, how’s ballasting?

Make empty as less as possible and Consider Trim and List. Consider SF & BM not more than 98%
(set sea mode for safety margin). Consider bunker consumption during voyage.

Make even keel for calculating cargo quantity.

Consider draft of departure and arrival port

What is Pre-wash?

Chemical tankers which have discharged cargoes that presents a major hazard to the marine
environment (category X substances) are required to carry out a mandatory prewash before leaving
the port. The tank washings, resulting from the prewash, need to be discharged to a shore reception
facility.

What is Wall Wash test?

The effectiveness of tank cleaning operations is assessed by wall-wash inspection, which involves

applying solvent to selected areas of the tank. The solvent is allowed to run down the surface and is
collected into a clean bottle using a truncated funnel. The sample is then analysed, and a range of
results are tested.

What is the certificate of Fitness?

COF is issued under the provision of IBC code, issued under the authority of the Flag state, by class
with attachment of the product chemicals that can be carried with the category, tank group and
footnote.

What shall be done if the loading order shows a product which is not listed in the COF?

The vessel is not allowed to take the cargo.

But it’s possible to take if the class and flag authority give us amendment “Tripartite Agreement”.

The procedure is like as follows:

Once receive product name, find cargo properties and necessary info. Then notify to company.
Request amendment to flag and class. Vessel will receive within 24 hrs.

What is the bump test?

A bump test is the only way to ensure the whole gas detector unit is working properly. It checks that
the sensors respond to the target gas, it also verifies that the display reacts.  It confirms that all the
alarms are activated, and the detector goes properly into alarm.

How does it work?

The aim of the bump test is to make sure a gas monitor is working at its optimum by briefly exposing
the unit to a known concentration of the target gas. The reading is compared to the actual quantity of
gas present, as stated on the test gas cylinder, and if the detector goes into alarm within an
acceptable range of the actual concentration, usually within 10%, then it is working safely. If the bump
test results are not within the acceptable range, or it takes more than 30-40 seconds to alarm, the gas
detector must not be used until a full calibration has been conducted.

<COLREG>
Underway

The vessel not at anchor and at moored which has speed through water.

Constrained by her draft

A power-driven vessel which because of her draft in relation to the available depth and width of
navigable water is severely restricted in her ability to deviate from the course she is following.

Restricted Ability to Maneuver

The vessel cannot give away another vessel due to her natural activities and environments.

Safe speed

The speed which can be stopped in safe distance and having steerage.

Give way & Stand on vessel

A give way vessel can be classified as a vessel that is directed by the COLREGs to keep out of the way
of another vessel and avoid a risk of collision or a close quarter situation.

A stand on vessel would be the one which has been directed in accordance with COLREGs to keep its
course and speed while the give way vessel maneuvers to keep clear of it and avoid risk of collision or a
close quarter situation.