You are Chief Officer on a 2500 GT product tanker. You are about to discharge gasoil at a coastal terminal. What are your pre-discharge checks and responsibilities?

A. PRE-DISCHARGE checks at coastal terminal (product tanker): (1) SHIP-SHORE SAFETY CHECKLIST (SSCHK): complete the ISGOTT ship-shore safety checklist with the terminal representative — this covers: communications (VHF channel agreed, emergency shutdown signals), bonding/earthing connected, cargo hose condition/connections verified, no unauthorised smoking, no hot work in hazardous areas, vapour return line (if applicable), emergency shutdown procedure agreed; (2) CARGO PLAN: review tank plan — which tanks to discharge and to what order; trim/stress calculations for discharge sequence; verify pumproom ventilation is running; (3) MARPOL: Oil Record Book ready; all overboard valves closed and sealed; stripping of cargo to be into the vessel's slop tank (not overboard); (4) PRESSURE AND FLOW RATES: agree discharge rates and maximum pressure with terminal; overpressure in terminal line can cause hose burst — agree on staged ramp-up; (5) INERT GAS SYSTEM: maintain positive inert gas pressure in all cargo tanks throughout the discharge to prevent air ingress — monitor IG pressure and O2 content; (6) TRIM: as discharge progresses, monitor and correct trim — discharge sequence should maintain acceptable trim and list; (7) STABILITY: check stability at key stages of discharge in the stability booklet; (8) EMERGENCY SHUT DOWN (ESD): brief crew on ESD procedure; test ESD system before commencing; (9) ANCHOR WATCH / MOORING: maintain appropriate watch on moorings; adjust as required as vessel lightens.

B. Gasoil is a non-hazardous cargo — no special ship-shore safety checklist is required. Connect the cargo hose and commence discharge at maximum pump pressure immediately.

C. The pumproom ventilation should be shut off during discharge to prevent cargo vapours from escaping to atmosphere. Turn fans off and keep the pumproom sealed.

D. Inert gas is only required during loading, not discharge. During discharge, cargo tanks should be open to atmosphere to prevent vacuum formation as tanks empty.

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.