You need to conduct a draft survey at the completion of loading to verify the cargo quantity loaded. Explain the procedure.

A. DRAFT SURVEY — complete procedure: (1) TAKE DRAFTS: read all six draft marks (forward port/starboard, midships port/starboard, aft port/starboard) from the vessel's side. If draft marks are below the waterline, use a weighted boat hook; read to the nearest 5mm; take readings in still conditions; observe for wave action and time three readings to average; (2) DETERMINE TRUE MEAN DRAFT: correct for hog/sag (if the midship draft is not the average of fore and aft drafts, the vessel is hogged or sagged) and for trim; calculate the Equivalent Even Keel (EEK) draft; (3) HYDROSTATICS: enter the vessel's hydrostatic tables at the corrected mean draft — read the displacement at that draft for the vessel's current trim (using the trim correction from the hydrostatic tables: First Trim Correction (FTC) and Second Trim Correction (STC) for large trims); (4) DENSITY CORRECTION: sample the dock water density using a hydrometer; calculate the correction: displacement in dock = displacement in salt water × (actual density / 1.025); (5) DEDUCTED ITEMS: subtract the ship's constants (lightship, constant), fuel oil, diesel oil, lube oil, fresh water, ballast water (weigh from tank soundings); (6) CARGO = total displacement − deductibles. The result is the cargo weight in metric tonnes.

B. Take the aft and forward drafts only and average them to get the mean draft. Look up displacement in the hydrostatic table at this mean draft — this is the loaded displacement. Subtract from lightship displacement for cargo.

C. A draft survey requires only the midship draft — the midship draft is the most accurate indicator of displacement and is unaffected by trim.

D. Draft surveys are a port authority function only — the Chief Officer does not conduct draft surveys. The port authority's surveyor's result is the official cargo figure.

A. CHIEF OFFICER responsibilities for IMDG dangerous goods before loading: (1) VERIFY DOCUMENTS: check that each dangerous good has a compliant Dangerous Goods Declaration (DGD) from the shipper — must include: UN number, proper shipping name, class, packing group, total quantity/mass, any special provisions; (2) CHECK IMDG CODE: verify segregation requirements between Class 8 corrosive and Class 2.3 toxic gas — IMDG Segregation Table: Class 2.3 and Class 8 require "2 — Away From" (minimum 3m separation or by a complete compartment or hold in ships). If stowing both in the same vessel, ensure this segregation can be achieved; (3) CHECK STOWAGE CATEGORY: (a) Class 8 liquids (corrosive) — typically Category B (under deck away from living quarters, on deck or under deck); (b) Class 2.3 toxic gas — Category D (on deck only) in most cases; (4) VERIFY PACKAGE INTEGRITY: inspect drums and cylinders for leaks, correct labelling (class diamond labels, orientation arrows for liquids), UN specification packaging; (5) EMERGENCY SCHEDULES: locate relevant IMDG Schedule (EmS) for firefighting and first aid; ensure MFAG and EmS summary is accessible; (6) CARGO PLAN: mark dangerous goods positions on the cargo plan with UN numbers and classes; (7) MASTER'S APPROVAL: present the dangerous goods information to the master for approval before loading.

B. Dangerous goods documents are the shipping agent's responsibility. As Chief Officer, accept the cargo once the agent confirms the DGD is complete and store it anywhere convenient.

C. Class 2.3 toxic gas can be stowed adjacent to Class 8 corrosives provided they are in separate compartments on the same deck. No minimum distance is required below deck.

D. Dangerous goods on vessels under 3000 GT are exempt from IMDG Code requirements. The IMDG Code only applies to vessels of 3000 GT and above.

A. IMSBC Code Group A cargo — liquefaction risk assessment: (1) CLASSIFY: nickel ore fines is an IMSBC Code Group A cargo — cargoes that may liquefy. The IMSBC Code requires that Group A cargoes must only be loaded if the moisture content is less than the Transportable Moisture Limit (TML); (2) TML: the IMSBC Schedule for nickel ore fines gives typical TML in the range 30-35%, but the ACTUAL TML depends on the specific sample from the specific shipment — it must be determined by shipper-arranged testing using IMSBC-approved test methods (Proctor/Fagerberg for ores); (3) ACTUAL MOISTURE CHECK: the shipper MUST provide a certificate of moisture content AND a TML certificate for the specific cargo. If the declared moisture is 24% and TML is, say, 30%: the cargo is within the limit and can be loaded. BUT — if the actual TML of this specific ore is, say, 22%, then 24% moisture EXCEEDS the TML; (4) CHIEF OFFICER'S DUTY: (a) Verify both moisture content certificate AND TML certificate are from a competent authority using IMSBC-approved methods; (b) Calculate the Flow Moisture Point — 90% FMP = TML; (c) If moisture exceeds TML or documentation is inadequate: REFUSE THE CARGO and notify the master; (d) A can test (penetration test) provides a quick shipside check but is NOT a substitute for the certificate; (5) WET WEATHER: do not load during rain — wet conditions increase surface moisture beyond the certificate value.

B. A moisture content of 24% is below 100% so the cargo cannot liquefy. Load the cargo and complete voyage normally.

C. Conduct your own can test on a sample of the cargo. If the sample does not flow in the can, the cargo is safe to load regardless of the moisture content certificate.

D. Liquefaction only applies to iron ore fines — nickel ore fines are a solid mineral cargo and are not subject to IMSBC moisture limits.