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1
Practical Part of Orals:
Radar Plot (relative?) With rule 19.
RADAR PLOT
North up relative motion
Plot own vessels T.C from centre of sheet
Plot other vessels range and bearing 3 times i.e. every 3 mins (0.1 = 6min)
6 mins (0.2 =12min)
First range and bearing being O and the third A
O-A is combined speed and relative course of both vessels
Combined speed = O-A (distance NM) .
O-A (time mins/60 ie.0.2)
Extend the line O-A towards the centre of plot to find closest point of approach (90 to own T.C)
Time to CPA = A-CPA (distanceNM)
Combined speed (knots)
Plot own vessels T.C ‘away’ from O (reciprocal to T.C)
Plot own vessel distance traveled along this line for the plot time period to make W
O-W (distanceNM) = speed (own vessel) x time (plot time period i.e. 0.2)
Plot W-A, this is other vessels T.C and speed = W-A (distanceNM)
Time (plot time period)
Extend the line W-A
Draw a line from centre of plot to A
The angle between these two lines is the aspect of the other vessel (what side light of his
you will see red or green)
2
FWA / DWA questions
A vessel has a summer freeboard 1.194m
FWA 184mm
TPC 23.1
Present freeboard 1.308
Tropical marks are 178mm above the Summer load line
It is required to load to tropical marks in SG 1.008
Calculate:
1. DWA
2. Sinkage to tropical marks allowing for DWA
3. Cargo to load
Draw a diagram.
KG = ½ depth KG = ½ x 1 KG = 0.5
3
Marine Notices
Vessel Traffic Services - Responsibilities of Authorities
2013/15
providing VTS
2013/14 Ensuring adequate waste reception facilities
Concentrated Inspection Campaign on Propulsion and
2013/13
Auxiliary Machinery
Evaluation and replacement of lifeboat release and retrieval
2013/12
systems
2013/11 Fatality resulting from air reservoir drainage operation
2013/10 Transition to MASTREP
2013/09 Application of the Navigation Act 2012
Foreign flagged vessels operating in Australian near-coastal
2013/08
waters
Reporting of interference-related problems observed with
2013/06
Global Navigation Satellite System receivers
2013/05 Area to be avoided off Ningaloo
2013/04 Coastal Pilotage
Update of Information regarding Port State Control in
2013/03
Australia
2013/02 Validity and Revalidation of Certificates
2013/01 Summary of Marine Notices
2012/20 Pilot transfer arrangements
2012/19 Guidelines for Revised Garbage Discharge Regulations
2012/18 Sound Navigational Practices
Changes to the format and renewal of AMSA Certificates of
2012/16
Safety Training (CoST)
2012/15 Shipping Fairways off the north-west coast of Australia
Introduction of Measures to Reduce Greenhouse Gas
2012/13
Emissions from International Shipping
Disabling the automatic channel switching function on VHF
2012/12
marine radios with Digital Selective Calling (DSC) capability
2012/11 Guidance on ECDIS for ships calling at Australian ports
2012/09 Fitness for Duty
2012/08 Transfer Operations at Sea and in Coastal Waters
2012/06 Revised Garbage Discharge Regulations for Ships
2012/05 Collision risks to offshore yachts
2012/04 Safety of Fishing Vessels
Great Barrier Reef and Torres Strait Coastal Pilotage Passage
2012/03
Plan Model available on AMSA website
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1. ADMINISTRATION:
What are your responsibilities as Master?
Nav act 2012 Part I Definitions: Master means a person having command or in charge
of a ship
The vessel’s Master has the overriding authority and responsibility for the safety,
pollution prevention and operation of the vessel, beyond statutory rules and
requirements. In certain circumstances, this may require a departure from documented
procedures.
Implement the:
ISM
Company’s Safety / Environment Policy’s/ All policies
Audit & review & maintain the IMS & report to office
Monitor & control Ship Documents & Certificates
Organise Inspections & surveys
Clear, concise Communications (Standing /Bridge/Night Order Book)
Motivating crew
Appraising and co-ordinating onboard training
Review SOP & Checklists
Reporting Non-conformities & Observations
Purchase / order stores & requisitions
Assisting the Ship Manager with budgets
Carry out or delegate the duties of the Ship Security Officer under the ISPS code as
described in the Ship Security Plan
All functions as specified in Table A-II/2 of STCW ’95 for Navigation; Cargo handling and
stowage;
Controlling the operation of the ship and care for persons on board at the Management
level
In all matters which affect, or may affect the safe operation of the vessel or protection of
the environment, the Master shall report, in the first instance, directly to the duty
person for the relevant department.
With regards to executing the charter/contract, the Master should under normal
operations, act upon instructions from the Charterer's representative or Company’s
Chartering Department.
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You join the ship in Singapore & about to sail to Oz, what would you expect to find in
the Masters Cabin?
Taking command of a vessel:
Certificates
Handover notes
Chart correction log – up to date
Publications - Up to date
Audit – Non conformities & observations
Logbooks:
Official log -sign off
Deck log
Oil record book
Material handling equipment register
Cargo record book – NLS
Survey register
Ship Cargo safety equipment logbook
Garbage Record book
Stability booklet
Articles of agreements
Check contents of safe
Status of Masters Cash
Crew’s certificates & medicals
Passports
Consult with C/E & C/O about bunkers / cargo supplies
Consult Cook about stores
Consult with agent about quarantine / customs / Pilot
Get familiar with General arrangement plan / LSA & FFE
Induction
ISPS & safe access to ship
Satisfied with this where do you go know and what do you look for?
Bridge:
Bridge equipment – radar blind sectors etc
Manoeuvring diagram
Emergency SOP
Start up and control / emergency steering / NON follow up
Check Master standing orders
Bridge checklists
Fire alarm system & isolation
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Draw and label a Manoeuvring diagram & where do you find one?
Lady Kari – Ann
Crash stop: 2 ship lengths
Speed: 10 knots
Azimuth angle: 90
Advance: 60m: The distance along the original course to 90
Transfer: 45m The Distance gained at right angles to original course
Tactical diameter: 40m The distance gained when the vessel has done a 180
Final Diameter: distance between 180 & 360 of the turn
7
What certificates are on board?
IOPPC Int. Oil Pollution Prevention MARPOL I MO 91 >400 / >150 Tankers 5/A/I
Oil Record book MARPOL I MO 91 >400 / >150 Tanker
Oil Record book Part B(ballast/cargo) MARPOL I MO 91 >150 Tanker
SOPEP MARPOL I MO 91 >400 / >150 Tanker
Oil Discharge monitoring control MARPOL I MO 91 >150 Tanker
P&I Cert. Certificate of Entry CLC 69 >2000t oil Cargo
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Permit to Operate High Speed Craft SOLAS X / HSC code MO 49
DP certificate
Misc:
De-Rating Certificate or Exemption (sanitation certificate)
Charter Party
Continuous synoptic report
Crew certificates
Company IMS
Radio Station Licence
Annual Radio Maintenance agreement (AWA)
P & I Certificate: Cargo / Wreck removal / Pollution insurance
Certificate of Entry: Civil liability for Oil Pollution
H&M insurance
Enhanced survey Report for bulkies & tankers
Bulk carrier booklet: Loading stresses
Record of oil discharge & monitoring for last voyage
Noise survey ship
Muster list
Survey reports Folder: Flag / Class / Company / internal
Company Circulars / Notices / correspondence
Marine notice
Chart correction folder
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Classification Certs: (DNV for Lady Kari-Ann)
Planned Maintenance for Machinery
Certificate for Motor machinery
Class certificate Appendix
Class cert for Dead man Alarm / off course alarm
Certificate of Compliance: A60 bulkhead for control room for Carriage of DG’s On deck
The load line certificate has expired & you are about to sail, what would you do?
Firstly, this kind of thing does not happen anymore due to the ISM, DPA & most
companies have someone in their office looking after certification & all certificates
should be inserted into your ISM system on your ship to prompt you when a certificate
is due.
I would contact the ship manager / office / DPA / Class & Flag to see what could be done
about getting an extension or a Condition of Class until next port call.
If not, I would walk back down the Gangway & go for a surf then a beer.
10 year imprisonment / 6000 penalty units for taking a ship (regulated or foreign) to
seawithout a certificate not in force
You join ship in PNG as Master to bring back to Brisbane, there is damage to one of
the bulkheads, can you sail?
Firstly, I would inform the DPA & also the ship Manager to arrange an Inspection by The
Class surveyor & also to inform the Flag state.
Depending on the extent of the damage, you may get a condition of Class to sail or you
may have to repair the bulkhead or it may be OK.
Your vessel has to be Seaworthy to sail, don’t but your ship, crew, marine property or
environment at risk.
10 year imprisonment / 6000 penalty units for taking a ship (regulated or foreign) to
sea that is unseaworthy.
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What is involved in a load line survey?
(i) Look at the Loadline Certificate and look at the conditions of assignment.
(ii) Check all of the conditions / most of these should be in your IMS or planned
maintenance
(iii) Remember to log and use the official log to record the test on W/T doors etc
(iv) Check the following:
-Sills 380mm above the freeboard deck
-Vents / Breathers 750mm high (FO 760mm) (Check the certificate)
-Load Lines
-Draft marks
-Wx / Water tight doors/ hatches- Chalk/light/water test.
-Flaps / dampeners / opening & closings
- Hull Plating around the Waterline.
- Valve conditions
-Maintenance records
-Check port holes & deadlights
-Scuppers / freeing ports / down pipes
Load lines what are they all about ie explain A & B type?
(i) International Load line Certificate issued by Class Society on behalf of the Flag State.
Freeboard is the vertical distance between the uppermost continuous deck (shearstake
/ freeboard deck) to the loadline / Plimsoll line.
1. Reserve Buoyancy (is the volume of the watertight hull above the Loadline)
2. Stability
3. Hull Stresses
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What is the role of a classification society?
IACS: Leading the Way: dedicated to safe ships and clean seas
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(vi) DOCKING SURVEY:
- 30 months. Inspection of hull plating/ Waterline / Pounding / stern / rudder / hull
fittings
Marine insurers provide cover for known quantifiable risks, mainly Hull & Machinery
insurance for ship-owners, and Cargo Insurance for cargo owners. By contrast, P&I
Clubs provide insurance cover for broader indeterminate risks, such as third party
liabilities that marine insurers are loath to cover. Third party risks include a carrier’s
liability to a cargo-owner for damage to cargo, a ship’s liability after a collision,
environmental pollution (Certificate of entry)and war risk insurance; (although some
marine insurers are also prepared to cover war risks).
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Who covers Hull & Machinery insurance?
Any marine insurer (i.e. Allianz) will cover against things such as:
Hull and Machinery insurance provides protection
Against the physical loss of, or damage to,
The vessel
Equipment
Engines
Machinery
Including collision liability risk,
Loss mitigation expenses
General Average contributions.
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What is contained in a SMS Safety Management System?
(i) Company Policies.
(iii) Safety Programs: 5x5 /Toolbox/JHA/Food handling/ Stretching/PTW/slips & trips
(iv) Planned Maintenance.
(v) Inductions: Ship/ Company
(vi) Manuals: I.e. Anchor Handling/ emergency Response.
(vii) Reporting / auditing.
(viii) Training / Drills.
Period of validity for DOC & does the ship require the original?
In SOLAS it says that the ship has to keep a copy of the original onboard, but I just went
& checked ours and it was a photo copy from Norway & we had just completed a Special
/ Renewal survey with DNV!
Document of compliance has a 5 yearly renewal / annual surveys which include
Company & ship audits by Class & internal audits by the company
(i) A document issue by an administration to a company who has complied with ISM.
(ii) That the company has implemented a SMS / Policy’s on board its ships.
(iii) Valid For 5 Years subject to Annual surveys.
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What are the functions of the ISPS?
Assessing ports / ships security risks
Providing plans & procedures for these risks
Prevention of unauthorized personnel
Prevention of unauthorized weapons & bombs
Training, drills & exercises
Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations
The subdivision of passenger ships into watertight compartments so that after damage to its
hull, a vessel will remain afloat and stable.
Chapter IV – Radiocommunications
The Global Maritime Distress Safety System GMDSS/ EPIRBS / SARTs
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Chapter VI – Carriage of Cargoes
Requirements for the stowage and securing of all types of cargo and cargo containers except
liquids and gases in bulk.
17
What is the Navigation Act 2012?
The Nav Act 2012 is a statutory law, an act of Parliament,
it governs & regulates The Maritime industry in Australia, it is the Oz seafarers Law or
bible.
The Navigation Act is Commonwealth legislation containing the substantive powers for
Australia to regulate international ship and seafarer safety, shipping aspects of
protecting the marine environment and the actions of seafarers in Australian waters. It
also gives effect to the relevant international conventions relating to maritime issues to
which Australia is a signatory. The Act also has subordinate legislation contained in
Regulations and Marine Orders.
The Australian Maritime Safety Authority (AMSA) has the authority and responsibility
for the operational activities under the Act. These include: vessel survey and
certification, construction standards, crewing, seafarers’ qualifications and welfare,
occupational health and safety, carriage and handling of cargoes, passengers, marine
pollution prevention, monitoring and enforcement activities.
Part 2—Objects and simplified outline of Act
3 Objects of Act
The objects of this Act are:
(a) to promote the safety of life at sea; and
(b) to promote safe navigation; and
(c) to prevent pollution of the marine environment; and
(d) to ensure that AMSA has the necessary power to carry out inspections of
vessels and enforce national and international standards.
4 Simplified outline of this Act
Overview of this Act
(1) This Act is about maritime safety, seafarers and the prevention of pollution of
the marine environment. It provides for matters relating to the following:
(a) seafarers (Chapter 2);
(b) the safety of regulated Australian vessels and foreign vessels (Chapter 3);
(c) prevention of pollution (Chapter 4);
(d) tonnage (Chapter 5);
(e) the safety of navigation (Chapter 6);
(f) wrecks and salvage (Chapter 7);
(g) complying with, and enforcing, this Act (Chapter 8);
(h) other general matters that relate to the above (Chapter 9).
Overview of the rest of this Chapter
(2) The rest of this Chapter deals with:
(a) the application of this Act, including how it interacts with certain State
and Territory laws and its geographical application (Part 3); and
(b) definitions that are used in this Act (Part 4); and
(c) provisions that enable a vessel that would not otherwise be a regulated
Australian vessel to opt in to coverage (Part 5).
Marine orders are legislation made functional through the Nav Act 2012 342
342 Marine Orders
(1) AMSA may, by legislative instrument, make an order (to be known as a
Marine Order) with respect to any matter for which provision must or may be made by
the regulations.
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M.O are Law and help implement maritime and navigational matters from International
law (IMO, ILO etc), industry requirements and technology, they are easier to change
than an act.
M.O may also refer to a code to use in conjunction with the MO which then becomes OZ
law
i.e. MO 25 & the LSA code & SOLAS Chapter III
.
The Nav act was based on a lot of Early British Merchant Conditions.
Such as huge loss of life and poor working & living conditions for the seafarers, which
now is covered a lot by the heavy demand of OH&S.
These issues still matter today but with increase modernised Shipping, the demand for
cleaner seas, cleaner airs, less pollution & safer ships, the Nav act wants to reflect closer
these concerns so hence the reason for the Face lift.
19 Tonnage measurement
25 Equipment — lifesaving
27 Radio equipment
28 Operations standards and procedures
19
30 Prevention of collisions
44 Safe containers
51 Fishing vessels
52 Sailing vessels
54 Coastal pilotage
56 REEFREP
57 Helicopter operations
62 Government vessels
63 MASTREP
20
95 Marine pollution prevention — garbage
The Australian Maritime Safety Authority (AMSA) has the authority and responsibility for
the operational activities under the Act. These include: vessel survey and certification,
construction standards, crewing, seafarers’ qualifications and welfare, occupational health
and safety, carriage and handling of cargoes, passengers, marine pollution prevention,
monitoring and enforcement activities.
The Nav act is a legal domestic document that implements Solas as described:
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What is seaworthy & substandard ship?
23 Definition of seaworthy
A vessel is seaworthy if, and only if:
(a) it is in a fit state as to the condition of hull and equipment, boilers (if any)
and machinery, the stowage of ballast or cargo, the number and qualifications of
seafarers, and in every other respect, to:
(i) encounter the ordinary perils of the voyage undertaken; and
(ii) not pose a threat to the environment; and
(b) it is not overloaded; and
(c) the living and working conditions on board the vessel do not pose a
threat to the health, safety or welfare of the vessel’s seafarers.
Note: An unseaworthy vessel can be detained under section 248.
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Electrical wiring and switches Overloaded power points.
Defective insulation.
General unsafe appearance.
Garbage disposal Garbage cans are not available in galley, pantries or mess rooms.
Garbage cans in unsatisfactory condition.
Main garbage drums are not located in an accessible position.
Main garbage drums without properly fitting lids.
Galley, storerooms and handling Not in a clean condition, with built-up or surface dirt.
rooms
Galley exhaust fan not in working order.
Galley exhaust not grease free.
ITEM
Deficiencies
Food provisions Food is not suitable for intended voyage in regard to:
- quantity and/or quality;
- flour, rice, grain or cereal stores are weevil infested.
Water, potable Fresh water is contaminated and unsuitable for human
consumption.
Insect/vermin infestation Evidence of infestation exists in accommodation by insects or
vermin.
Fly screens for portholes, Screens missing.
ventilators and doors to the open
Screens exist but apertures cannot be properly protected by close
deck
fitting screens.
Screens exist but have gauze broken and/or missing. (Where
temperature controlled mechanical ventilation is fitted, screens
are only required for areas, such as galley and food preparation
areas, where insects can enter through open windows.)
Lighting Crew spaces are inadequately lit.
Light fittings are inoperable.
Light fittings are not fitted with globes or tubes of the correct
rating of the fitting.
Heating Heating is not capable of maintaining a temperature of 16°C.
Steam pipes Steam or exhaust pipes for winches and similar gear pass through
accommodation (other than alleyways).
Lagging Steam or exhaust pipes passing through alleyways not properly
lagged.
Heating steam or hot water pipes are not adequately lagged or
protected.
ITEM
Deficiencies
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Noise Excessive noise. (On receipt of complaint, ascertain if reduction of
noise level is practicable. If this is both possible and reasonable,
but no action is taken, a deficiency exists.)
Paintwork Painted surfaces deteriorated such that they cannot be washed
clean.
Work spaces, including engine Not in a safe and clean condition.
room
Prevalence of oily rags or other fire hazard.
Adequate lighting, ventilation or means of escape is not available.
Mooring ropes and wires Damaged or defective.
(including fittings)
Stored in a manner that is likely to result in damage or defects
Exposed to conditions that could lead to their deterioration and
eventual failure.
Berths Individual berth with clear access is not provided for each crew
member.
A mattress, a pillow and pillowcase, and two clean sheets is not
fitted to each berth.
A blanket is not available for each berth.
Insufficient linen exists to provide a weekly change during the
longest leg of the voyage between ports with laundry facilities.
(Only one change need be provided if a suitable laundry exists
aboard.)
Essential furnishings are not in good repair and clean.
ITEM
Deficiencies
Sanitary facilities Insufficient showers, wash basins and toilet facilities are provided.
Toilets broken or not flushing correctly.
Wash basins broken or without supply or waste pipes.
Water not available at wash basins.
Water supply contaminated and not fit for washing.
Blocked drainage or seepage from toilets/wash basins/showers.
Numerous tiles or extensive patches of coating missing in wet areas
or other defects which prevent these areas being kept clean and
sanitary.
Cold rooms and refrigerated The refrigeration machinery is not operating efficiently.
room
Door seals defective.
Internal alarms not fitted or not operating.
The securing devices not capable of being operated from inside the
room.
Refrigerators not kept clean and defrosted.
Food improperly stored.
Gratings unclean, defective, or with food scraps or dirt beneath
them.
Lining defective.
Clothes washing facilities Suitable sinks in wash rooms broken or not provided. (Not required
if electric washing machines are fitted.)
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Drying rooms Clothes drying facilities not provided in a compartment separate
from sleeping rooms and mess rooms.
Facility not ventilated or heated.
Facility not provided with racks or lines.
ITEM
Deficiencies
10 year imprisonment for taking a Unseaworthy ship to sea NAV ACT 2012 (110)
What is overloaded?
A vessel shall not be overloaded Part
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(ii) a certificate issued under this Act, other than a non-Convention
tonnage certificate or a certificate prescribed by the regulations, is in force for the vessel
The key objective of the National System is to provide for the consistent national
regulation of the domestic commercial vessel industry across Australia.
State and Territory agencies will be responsible for the effective day-to-day operation of
the National System under delegation from the National Regulator. The jurisdictions
will retain responsibility for the regulation of waterways, the management of ports and
associated issues, such as classifying waters, setting speed limits and regulating alcohol
consumption.
What is the The Marine Safety (Domestic Commercial Vessel) National Law Act 2012
(National Law)?
Is the Oz domestic version of the NAVACT 2012 & the NSCV & USL is the domestic
version of SOLAS.
As a key component of the National System to commence on 1 July 2013, the National
Law regulates domestic commercial vessel safety and establishes AMSA as the National
Regulator for domestic commercial vessels in Australian waters
What is the COGSA 1991 – Carriage of Goods by Sea ACT & what rules does OZ use &
their particular benifits? Marine order 11
(i) Rules set out in international transport which contain the minimum terms &
conditions where a Bill of Lading is issued.
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(ii) Covers:
-Carriers obligations
-Carriers Liabilities
-Carriers Exemption from Liabilities
-Shippers Liabilities.
Hamburg:
-Not favourable to ship owners (not used as much) because the Ship is liable for stuffing
up i.e. running aground.
-Shipowner liable from load to discharge.
-Covers live animals.
-Some P&I clubs don’t cover Hamburg.
-Need clause for cargo on deck.
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- Clearly states that no liability for any loss of, damage to or
delay of the goods will be accepted by the carrier, and
- Is clearly marked as being non-negotiable
(vi)A clean B/L has no marginal clauses on it i.e. not correct quantity.
(vii) A dirty B/L may have note of protest attached.
(viii) A waybill is a non-negotiable receipt issued by the carrier when there is a serious
of cargo going to one consignee.
What happens if the Master gets a letter of Indemnity for a clean B/L?
(i) Its Fraud………………..WHY???
(vi)This definition, at least in sense if not in form, remains valid today. So, a letter of
protest is not a legal document. It is a report or statement of facts which led to situation
when something beyond the master’s control has gone wrong and the master is unable
to make it right, but has to bring it to attention of all parties concerned either for some
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immediate action or for future reference. It actually may be related or assigned to
almost any activity on board, i.e. cargo, stores and bunker handling, equipment or
machinery failure, navigation, safety, local regulations, etc. In practice, such letters
issued and counter-issued by various parties participating in common activity.
(vii) Although being not a legal document, a letter of protest still has a certain legal
value because it is treated as admissible evidence in the courts of justice.
What is Dispatch?
(i) The Charter party may not always have dispatch included.
(ii) Shipowner/Master may be liable to pay dispatch to the charterer if un/loading is
completed before the lays days have expired. (un / loading finished early).
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What is Demurrage?
(i) Ship prevented from loading on time and in turn prevented from earning more coin.
(ii) Charterer pays the ship owner.
(iii) Calculations from:
1. Notice of readiness
2. Statement of facts. (Note of protest)
3. 2 x dispatch rate.
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what is the ‘statement of facts’?
From my experience the SOF is due to on hire / off hire survey i.e. before and after dry
dock.
Also that it complies to the charter party.
The Master & C/E fill out the SOF recorded the status of the ship:
Condition
Bunkers
Ballast
Cargo
Deck timbers
Tank status
Equipment / machinery conditions
The Charter company will send down a representative to do a bunker survey.
Explain a little about UNCLOS: United Nations Convention on the Law of the Sea
1982.
1. What are the main zones of jurisdiction?
(i) BASELINE:
-Low water mark
-Straight lines from harbour headlands and islands.
-3’ Cannon shot use to be the baseline.
(ii) INTERNAL WATERS:
-From the Baseline inwards.
(iii) TERRITORIAL WATERS:
-Baseline to 12’ to sea.
-Coastal state has jurisdiction.
(iv) CONTIGUOUS ZONE:
-12’ – 24’.
-The coastal state may exercise jurisdiction to prevent infringements pollution &
terrorism within the territorial sea.
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(v) EXCLUSIVE ECONOMICAL ZONE: (EEZ)
-Coastal state has right to establish an EEZ beyond the territorial sea.
-Baseline to 200’ to sea.
-Coastal states have the rights to fishing, oil and the exploration of natural resources.
(vi) HIGH SEAS:
-Open freely for use of all states.
-Goverened by equals.
-Any state mat lay cables.
-State may exercise control over a ship flying its flag.
-A state may not mess with a ship of another flag.
-Free flight zone??
What are your procedures in regards to Customs & quarantine for arrival &
Departure:
CUSTOMS
96-12 hours from Oz Port:
1. The Agent will send electronically to the Master at least 48hrs prior to arrival, The
Australian entry Custom Forms: (Forms Attached)
1A: Ship Inward Cargo report (If discharging, General cargo etc)
3B: INWARDS/OUTWARDS CREW REPORT
13: SHIP PRE-ARRIVAL REPORT
5-4: Report of Ship’s Stores
2. The Master fills out the forms and sends them back to the agent who forwards them onto
Australian Customs.
4. If Customs & Immigration find something that gets their attention with the forms, then
they will send a Customs Officer down to the ship on Arrival otherwise the entry process is
down electronically.
Note: Customs still do random boarding’s in the Port of Newcastle.
QUARANTINE
96 hours from OZ port:
1. Agents send’s The Master EQPAR (Electronic Quarantine Pre-Arrival Report).
(Forms Attached)
2. Master Fills in form and there is a ‘send link’ on the form to which the form is connected
directly from the ship to Australian Quarantine.
3. After paperwork inspection, Quarantine will send an ‘Approval to Berth’ directly back to
the ship, Master sends to agent.
4. Vessels with a good track record may get ‘Free Pratique’ from Quarantine without officers
boarding (3 out of 5 times).
5. All other vessels will get boarded by Quarantine Officers once berthed every time.
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Note: Ships coming from Northern China & Russia have to do ‘Self-Inspections’ for the non-
indigenous ‘Gypsy Moth’ & their eggs.
There are several steps vessel Masters can take to assist in the process:
What documentation must the master lodge and to whom before Departure?
Port Clearance
Prior to departure from Australia, Customs and Immigration clearance is required.
(Form 3B)
This is available at any appointed port.
Customs should be contacted in advance to avoid unnecessary delay.
It is an offence to depart without clearance.
Requirements for departure
Passports and completed 3B Form.
Dues / fees payed (usually pre –paid on arrival)
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(i) Flow through method 300% of the capacity of the tank
(ii) Completely exchange tank (watch stability criteria / FSE /BM)
if evidence of a public health risk is found on board a ship and the ship is not able to
produce a valid DC/DEC or SSCEC/SSCC, the competent authority may proceed to
inspect the ship with one of three possible outcomes.
1) No evidence of a public health risk is found on board. The competent authority may
issue a SSCEC.
3) The competent authority extends the SSCEC for a period of one month until the ship
arrives at a port at which the Ship Sanitation Control Certificate may be received.
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Explain all the Marpol Annex’s?
Annex 1: Oil
Vessels >400grt / Tankers >150t
IOPP certificate
SOPEP
Oil record book: Part 1 Machinery Spaces / Part 2 Cargo (tankers >150t)
For more information and definitions refer to MARPOL consolidated edition 2011*.
Oil tankers Oily waste from cargo More than 50 nautical miles from the nearest land; and
All waters tanks
Tanker is proceeding en route; and
Instantaneous rate of discharge < 30 litres per nautical mile; and
Total quantity discharge does not exceed 1/15,000 or 1/30,000 of the
total cargo (depending on the age of the vessel); and
Oil discharge monitoring and control system and slop tank arrangement
to be operating.
All vessels > 400 gross Machinery space bilges Proceeding en route; and
tons
All waters Oil content less than 15 parts per million; and
Oil discharge monitoring and control system and oil filtering
equipment to be operating
Note: 15ppm discharges can be anywhere at sea (not within port limits) including
the Great Barrier Reef Marine Park and Marine Protected Areas. Vessel must not
be stationary when undertaking discharge.
35
All vessels <400 gross Machinery space bilges Oil and all oily mixtures retain onboard for on shore disposal
tons
All waters
OR
Note: 15ppm discharges can be anywhere at sea (not within port limits) including
the Great Barrier Reef Marine Park and Marine Protected Areas. Vessel must not
be stationary when undertaking discharge.
Vessels operating in Great Bunkering utilising ship to A Permit is required from GBRMPA under which certain conditions
Barrier Reef Marine Park ship transfers may be imposed.
36
Annex II NLS in bulk
Requirements for vessels carry NLS in Bulk:
1. IPPCNLS (International Pollution Prevention Certificate Carry Noxious Liquid
Substances
2. Cargo Record Book
3. SMPEP Ship Marine Pollution Emergency Plan: which can also include the SMPEP.
4. Procedures & Arrangements Plan / Manual Approved by Flag / Class
5. Cert. of Fitness OSV (NLS) for Offshore Supply Vessels
5a. Cert. of fitness Chemicals in bulk for Chemical Tankers (IBC code Iinternational Bulk
Chemical Code means the International Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk)
5b. Cert. of fitness Liquid Gases in bulk for Gas Buggies (IGC international Bulk Chemical
Code means the International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk)
NOXIOUS LIQUID SUBSTANCES MARPOL ANNEX II AND HARMFUL PACKAGED SUBSTANCES MARPOL ANNEX III
Vessel/Voyage type/Area Sub-Category Discharge Conditions
Chemical and Product Category X
Tankers Tanks to be prewashed before leaving unloading port, residues to be pumped
ashore until the concentration of the substance in the effluent is 0.1% by weight or
less, as indicated by analysis of samples of the effluent taken by an AMSA marine
surveyor. When the required concentration level has been achieved, remaining
tank washings to be discharged to the reception facility until the tank is empty.
Appropriate entries to be made in the Cargo Record Book and endorsed by the
AMSA marine surveyor. Any water subsequently added may be discharged if:
High-viscosity or
solidifying Category Y Prewash in accordance with Convention, residues to be pumped ashore until tank
is empty. Any water subsequently added may be discharged if:
MARPOL Harmful Jettisoning of harmful Prohibited, except where necessary for the purpose of securing the
Packaged Substances packaged substances into safety of the ship or saving life at sea
(Annex III) the sea
37
Annex III Harmful substances in Package from: DG’s
Annex IV: Sewage
Requirements for vessels >200GRT or Carrying >10 Pax
ISPP International Sewage Pollution Prevention Certificate issued by Class/ Flag
Standard Discharge Pipe / Flange
Requirements for holding tanks / system used will be on the back of the ISPPC
Areas of Discharge
TABLE 3 Sewage - MARPOL Annex IV
Vessel/Voyage
Sub-Category Discharge Conditions
type/Area
All vessels (other than Comminuted and Permitted as long as no less than 3 nm from nearest land; and
passenger ships within disinfected sewage using
special areas) an approved system in
Sewage originating from holding tanks, or sewage originating
from spaces containing live animals is discharged at a moderate
accordance with
rate* while the ship is proceeding en route at a speed not less than
regulation 9.1.2 of
4 knots.
MARPOL Annex IV
* The rate of discharge shall be approved by the Administration based upon
standards approved by the Organisation. Recommended standards for the
rate of discharge of sewage from ships can be found in Marine Order 96.
All vessels (other than Sewage not comminuted Permitted as long as no less than 12 nm from nearest land; and
passenger ships within or disinfected
special areas)
Sewage originating from holding tanks, or sewage originating
from spaces containing live animals is discharged at a moderate
rate* while the ship is proceeding en route at a speed not less than
4 knots
* The rate of discharge shall be approved by the Administration based upon
standards approved by the Organisation. Recommended standards for the
rate of discharge of sewage from ships can be found in Marine Order 96
All vessels (other than Treated sewage effluent Permitted provided:
passenger ships within discharged through an Effluent does not produce visible floating solids nor cause
special areas) on approved Sewage discolouration of the surrounding water
International voyages to Treatment Plant (STP)
and continuing in certified by the
Local laws may prohibit discharges in ports
Additionally:
Australian waters Administration to meet the
operational requirements When within port limits, check with port authority as permission
referred to in regulation may be required
9.1.1 of MARPOL Annex IV All vessels should ensure that the STP is operating at optimum
performance when in Australian waters
Food or biological waste removed from filtration units of vessels on
international voyages is prohibited from discharge within 12nm from land
(DAFF requirements)
Passenger ships within Treated sewage effluent Permitted unless:
special areas* from new passenger ships The ship has in operation an approved sewage treatment plant
* further information on on, or after 1 January 2016 certified by the Administration to meet the operational
special areas can be and for existing passenger requirements referred to in regulation 9.2.1 of MARPOL Annex IV;
found in circular ships on, or after 1 January and
MEPC.1/Circ.778/Rev.1 2018
Effluent does not produce visible floating solids nor cause
discolouration of the surrounding water.
Note: local laws may prohibit discharges in ports
Great Barrier Reef All sewage discharges In accordance with Annex IV requirements and where applicable with any
Marine Park Vessels on additional restrictions imposed as conditions of a GBRMP permit
International voyages to
and continuing in
Australian waters
Great Barrier Reef All sewage discharges Recommended to comply with MARPOL Annex IV
Marine Park
Vessels on domestic
Or, in accordance with requirements of Part 3A of the GBRMPA
Regulations (93A-93G) for both treated and untreated sewage
voyages
AND, where applicable, in accordance with any additional
restrictions imposed as conditions of a GBRMP permit
Queensland State If vessel does not have a If a vessel has 16 or more persons on board, no discharge of
Waters (small sewage treatment system untreated sewage is permitted anywhere in Queensland waters.
vessels/State registered on board, options include:
and recreational)
38
Using onshore If a vessel has 7 to 15 persons on board, no discharge of untreated
toilet facilities sewage is permitted within 1 nm of a reef or the mean low water
whenever mark of an island or the mainland.
possible No discharge of untreated sewage is permitted within 1 nm of
Using a portable aquaculture fisheries resources, or within 0.5 nm of a wharf or
toilet to be later jetty other than a jetty that is a marina.
emptied to a
sewerage/septic
system
Retain sewage in onboard
holding tank for pumping
out to shore facilities.
39
Annex V: Garbage
Requirements for vessels >12m:
Placards / stickers of disposal requirements in the appropriate Language
40
fishing gear, plastic garbage
bags, incinerator ashes,
clinkers, cooking oil, floating
dunnage, lining and packing
materials, paper, rags, glass,
metal, bottles, crockery and
similar refuse
When garbage is mixed with or contaminated by other substances prohibited from
Mixed garbage discharge or having different discharge requirements, the more stringent requirements
apply.
Note: The above conditions apply except where the disposal of garbage from a ship is necessary for the purpose of securing
the safety of a ship and those on board or saving life at sea – see MARPOL Regulation 7.1.1
41
Note: Feasibility review to be completed 2018
Incinerators Incinerators installed after 1 January 2000 must be type approved
42
(ii)SEAFARERS TRAINING CERTIFICATION & WATCHKEEPING (STCW) CODE
The Seafarer’s Training, Certification and Watchkeeping (STCW) Code contains both
mandatory technical standards and non-mandatory guidance for the use of those
involved in educating, training or assessing the competence of seafarers or who are
otherwise involved in applying the provisions of the STCW Convention.
The STCW Code is made up of Resolution 2 with Part A & Part B for all the 8 chapters:
Part A – mandatory provisions to which specific reference is made in the annex to the
STCW convention and which give, in detail, the minimum standards to be maintained by
Parties in order to give full and complete effect to the provisions of the STCW
Convention.
In a practical sense, as a sea farer how do we use the convention & code?
43
So we have to pass an approved course, to find out what is involved in the course we
use:
The STCW code;
PART A: Chapter IV Standards regarding Radio personnel.
This outlines the minimum standards by law that the training has to meet, so the course
has to approved to these standards to obtain a legitimate GMDSS certificate.
So I will have experience in the field and training in a classroom to meet all the
requirements of the Items specified in Part A of the code.
PART B Chapter IV: Non- Mandatory, This gives guidance for Parties (Administrations)
of how to achieve this standard in Part A
(ii)When trying to uniform the convention throughout the world it has been found that
each Administration partied to the convention in fact have different standards, audit
levels and views of the Convention and Code, so not all certificates or training are
universally accepted. A seafarer may have a certificate to Master a vessel in
international waters but this certificate may not be recognised if the seafarer wishes to
upgrade their certificate in a different country to their current issuing Administration.
Administrations in some countries have set the bar high in some areas such as training,
so accepting a certificate from an Administration with less facilities to reach this
standard are rejected. In these areas the Convention hasn’t quite reached its full
potential.
What are the hours of rest for a seafarer? (MO 28 Operational standards &
Procedures
The minimum hours of rest for a seafarer must be:
(a) 10 hours in any 24 hours; and
(b) 77 hours in any 7 days.
The minimum hours of rest may be divided into 2 periods, of which 1 period must be at
least 6 hours.
The interval between consecutive periods of rest must not exceed 14 hours.
44
What is PSC?
(i) It is strategy used to ensure SOLAS, protection of the environment & Property.
(ii) Port State Control (PSC) is the inspection of foreign ships by a PSC officer in national
ports to verify the competency of the master and officers on board, the condition of the
ship and its equipment comply with the requirements of international regulations and
that the ship is manned and operated in compliance with these rules.
(iii) The primary responsibility for ships' standards rests with the flag State - but port
State control provides a "safety net" to catch substandard ships.
(iv) AMSA is particularly interested in the Safety Equipment onboard i.e. Lifeboat falls.
ILO & Certification
(v) A PSC Officer who finds or suspects a deficiency may enforce the following:
1. Deficiencies can be rectified within 14 days for minor infractions
2. Under specific conditions, deficiencies can be rectified when the ship arrives at the
next port
3. Deficiencies must be rectified before the ship can depart the port;
4. Detention of the ship
(vi) PSC get there powers to detain, board & inspect a ship through the Nav Act 190AA.
(vii) Customs also have a role in PSC as often they are the first & only to board.
Mission
The mission of the Seacare Authority is:
To take a leading role in minimising the human and financial costs of workplace injury
in the Australian maritime industry.
Occupational safety and health (OSH) is the area concerned with protecting the safety,
health and welfare of people engaged in work or employment.
45
OHSMI Regulation is the legal frame work for OHS that provide guidelines for health and
safety in the maritime industry.
An Act to promote the occupational health and safety of persons employed in the
maritime industry.
(a) to secure the health, safety and welfare at work of maritime industry employees
(b) to protect persons at or near workplaces from risks to health and safety arising out
of the activities of maritime industry employees at work
(c) to ensure that expert advice is available on occupational health and safety matters
affecting maritime industry operators, maritime industry employees and maritime
industry contractors
(d) to promote an occupational environment for maritime industry employees that is
adapted to their health and safety needs; and
(e) to foster a cooperative consultative relationship between maritime industry
operators and maritime industry employees on the health, safety and welfare of
maritime industry employees at work.
46
12. Risk Assessments.
13. Procedures, JHA’s & Checklists.
What are the responsibilities of the Employee?
(i) Should not operate in a way that may cause risk to themselves or others.
(ii) Use PPE
(iii) Do not distract others in shit situations.
(iv) Report.
(v) Observe hazards or potential hazards.
(vi) Promote safety.
(vii) Update Procedures/PTW/toolbox meetings/JHA
(viii) Help others
47
(iv) Copy issued to Master, the HSR and posted at the scene.
What Is a DWG?
(i) A Designated Work Group is usually formed around ship ranks (C/O, C/E and I/R’s)
that have common issues on OHS matters.
48
Application: All ships in Australian waters, Australian ships anywhere.
49
failure or breakdown of steering gear, propulsion plant, electrical generating system,
and essential shipborne navigational aids
A discharge during the operation of the ship of oil or noxious liquid substances in excess
of the quantity or instantaneous rate permitted under the present Convention.
50
Cargo
Explain the process of draft survey and why conduct a draft survey?
Draft surveys are conducted to get an accurate measure on the total cargo loaded, often
the estimated cargo loaded is done by the loaders conveyor belt.
The draft survey cargo total wt is used for the ‘Mates receipt’ which is the total cargo wt
used on the Bill of Lading.
Explain PIC?
The Person in charge is or ‘Terminal Representative’ is appointed by the terminal or
facility who has responsibility for the operations conducted by the terminal in regards
to that particular ship, the PIC can delegate some duties to the terminal foreman in
regards to the loading of the cargo i.e. keeping ship upright and adhering to the load
plan.
51
Statement of facts: load pours / hatch times etc.
OOW and stevedores say it’s unsafe to work. Explain the process of mediation and
action to be taken?
Stop operations.
52
What are the procedures for loading dangerous goods in OZ? esso /private /
normal?
AMSA Requirements:
c. Bridge Folder:
(i) Have the following in a folder:
-Multimodel Form
-Stowage plan
-Cargo Manifest
-EmS for DG’s onboard: Have Fifi / detergent / BA’s available
-MFAG
-Ships Emergency procedures
-Check the DOC for DG’s for stowage
List the procedures for loading or preparing a Stowage plan for DG’s?
b. STEP 1
(i)Look up the DG & get all the info about it:
- UN No
- Class
- Sub risk (may pose more than 1 threat)
- Special Provisions
- Limited Quantities (if it is under a certain amount it is not classes as a DG)
- Expected quantities
- Packing Instructions
- Stowage & Segregation
- EmS: Emergency schedule for Fire & Spills
- Properties
c. STEP 2
(i) Go to the Supplement & get the:
53
- EmS for each of the DG’s (& the MFAG)
d. STEP 3
(i) Get the Category from the DG’s details A-E or 1-12
(iii) Look up the number / Letter in this chapter, Here it will tell you where you can
stow the DG. i.e. On deck / Under deck in transport unit etc.
e. STEP 4
(i) Now go to the Segregation Part 7.2
(ii) Look up what kind of ship you are on in one of the chapters in this part:
- All cargo ships
- RO / RO
-Container
- Barge
(v) Now look up ‘away from’ in the same chapter: it will give you details of the
segregation i.e. 3m or separated by a bulkhead etc.
54
Private DG carriage: Esso etc.
Esso transfer DG internally between a Marine terminal and an Oil platform at sea.
Esso still have to comply to the IMDG code and MO 41, but in a somewhat modified way
7 have been exempt from AMSA for the following requirements:
The consigner or sender is still responsible for packing and declaring DGs accordance
with the IMDG code:
PSN
UN No.
Class
Sub risks
Quantity
Wt
Container No.
Packaged and secured in Esso approved containers (Inspection approval every 3 years)
55
What are the loading procedures & stability criteria for Grain?
a. The Vessel must have an Authorisation to Carry Grain Certificate.
b. The Master Submit to AMSA 72 hours prior to loading a:
(i) Intention to load grain:
Part A Intention to Load Grain
Part B Stability
c. GM > 0.3m
56
e. Residual stability must 4.3m-degrees after the heeling arm calculations are added to
the GZ plot
f. In the statical stability diagram, the net or residual area between the heeling arm
curve and the righting arm curve up to the angle of heel of maximum difference
between the ordinates of the two curves, or 40° or the angle of flooding (θı), whichever
is the least, shall in all conditions of loading be not less than 0.075 meter-radians
a= Heeling mt
Displacement
b = 0.8 x Heeling mt
Displacement
57
Describe the steps involved with loading COAL?
(iv) Master not to load until the intention to load solid bulk cargo to AMSA submitted
& Load plan & Ship to shore checklist completed & Shippers Declaration completed.
(v) Master & Terminal Rep do a ship to shore checklist which is kept for 6 months.
58
(i) Away from Hot spots / No smoking
(ii) Surface Ventilation
(iii) Hold preparation:
-Bilges
-Paint bare steel
(iv) Bilges clean & dry
(vii) Grease tracks compression bars, limiting sparks
(viii) BA’s available
(ix) PSC look at hold vents are free!!
f. At Sea:
(i) No smoking
(ii) Temp Testing: at 55c< self-combusting
(iii) Gas testing
(iv) Ventilation
(v) Pump bilges
(vi) Intrinsically safe electrical stuff
(vii) Hold vents free but shut
59
TANKERS:
Documentation
Shipper declaration
DOC
BOL
NOP – Love letters
ISSGOT
Certificates
IOPP
P&I certificate on entry
OWS
OMS / Shut offs
ORB part 1 & 2
SOPEP
Operations:
Segregated ballast
Inert gas off less than 5% oxygen
+ve inert gas for loading
Gas vapours to reception facility not to atmosphere
LEL always less than 12%
Spill recovery scuppers / valves
Fire wires for tugs
Mooring lines wire with rope (so vessel can be cut from the wharf)
CSE:
Full water wash
Inert to 8% o2
Purge inert
Purge with Fresh air less than 2% hydro carbons
60
What is COW?
Crude oil washing (COW) is a system whereby oil tanks on a tanker are cleaned out
between voyages not with water, but with crude oil - the cargo itself. The solvent action
of the crude oil makes the cleaning process far more effective than when water is used.
(There is usually a final water rinse but the amount of water involved is very low.) The
system helps prevent pollution of the seas from operational measures.
The tank cleaning machines used crude oil - in other words, the cargo itself. When
sprayed onto the sediments clinging to the tank walls, the oil simply dissolved them,
turning them back into usable oil that could be pumped off with the rest of the cargo.
There was no need for slop tanks to be used since the process left virtually no slops. The
process became known as Crude Oil Washing (COW).
Crude oil washing meant that the mixture of oil and water which led to so much
operational pollution in the past was virtually ended. At the same time, the owner is
able to discharge far more of this cargo than before, since less of it is left clinging to the
tank walls and bottoms.
Crude oil washing was made mandatory for new tankers by the 1978 Protocol to the
MARPOL Convention.MARPOL Annex I Regulation 13 (6) requires every new crude oil
tanker of 20,000 tons deadweight and above to be fitted with a cargo tank cleaning
system using crude oil washing.
61
Confined space entry, list the steps? OHS act
PTW
Print & Review CSE procedure
Review JHA
Toolbox
Step back 5 x 5
BA
Emergency rescue procedure
PPE
EEBA
Gas monitor
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Cargo Stowage & Securing
When must AMSA be notified in relations to MO32?
>100t lift
2 containers high
Lift wt over SWL of gear
Large item over the side.
You have just sailed, what would you ask the mate?
To have a general walk around the ship, checking:
-General housekeeping – deck and accommodation
-Stowage and securing
-Hx wx preparations
-Watertight doors
-Mooring line stowage
- Crane stowage
Portable ladders:
I length / not more than 6.5 m long / inclined to 70 or 80 degrees with firm ground
Held steady / secured at top
Temporary Fences:
1m high / every 2.5m a stanchion / 2 parallels if chain or rope
63
See Mo32 & construction details, im not going to remember that stuff because it should
be built in accordance with the rules if worried get MO32 and check the set up
What is SWL?
Means the maximum gross wt an item can be safely used.
For Esso: look up the ‘Esso Safe operating procedures’ manual and it specifies no actual
distance but a ‘Safe’ access for crew, so then to be safe you would look up MO32 and find
out that it is 750mm.
Replace if:
1 broken wire near swage
Measure 10 x diameter along wire, if 5% are broken, chuck
64
Numbers / Letters / Marking that corresponds with the shackle certificate
What are the requirements for lifting equipment inspections on your vessel?
Look up the planned maintenance in the SMS, all corresponding items should be enter
as per MO 32 i.e. Lifting gear inspection every 6 months by a competent person
5 Yearly tests by a responsible person for:
Cranes / tuggers
Shackles
Lifting blocks
All the procedures should be entered into your IMS planned maintenance to prompt you
when the appropriate check is due with a scheduled job.
Wire:
6 x 12 BS = 15D²
500
6 x 24 BS = 20D²
500
Rope:
Manila BS = 2D²
300
Poly BS = 3D²
300
Nylon BS = 5D²
300
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Operate crane with no load to check limit switches in a controlled manner
66
What is the preparation’s for a 140t heavy lift?
From experience loading the Lady Kari-Ann in Melbourne with a 140t Glycol Separator
on the stbd 1/4
1. Stability
I completed a Stability criteria for the vessel loaded with the 140t on departure and for
arrival allowing for consumables.
While doing this I could play around with the ballast on the stability program to see how
much ballast I would need to transfer to stbd side from No. 3 & No. 11 BW tanks to keep
the vessel upright.
From that, I also did a GG1 vertical to get the GM correction to add to the KG,
then another TanQ calculation, knowing the list and GM I transposed the formula to get
GG1,
Knowing the distance from between the 2 tanks and the displacement I could work out
the amount of ballast to transfer.
Tan Q = GG1/GM
Transpose the equation to get W by itself and that is the amount of Ballast to transfer
from stbd to port.
Once the load had been secured and ballast finished I did a final tank sound and updated
the stability calculation.
All these calculations where given to independent surveyor for insurance for the sea
passage.
Documentation
AMSA where contacted and details submitted about the lift over 100t.
Independent surveyor needed all the AMSA and ship documentation including stability
to approve the sea passage of the Glycol separator.
Some insurance restrictions that we were not allowed to leave the wharf if the sea state
was more than 3m and not allowed to unload the lift to the platform unless the sea state
was less than 1m
67
Loading
The ships Cargo securing manual plan was consulted prior to loading to work out the
deck strength and load bearings required for the Lift.
The LKA had aft deck rating of 7t / per sqm Aft of frame 20(140t / 7t = 20sqm)
The support frame was 8m long by 4m wide. (32sqm)
The frame for the Separator was secured to the deck by a certified welder.
The separator was secured in the frame by pins and lugs which are knocked out by the
ships crew on unloading to the platform.
We were tied up to a general cargo ship in Melbourne and used their cranes in union to
load the separator onto the LKA.
The cranes had to be inspected by the Independent surveyor and the cranes had to be in
‘Class’.
The loading onto the LKA took some time:
First we put a 2 degree list on to port
Then slowly took the wt. on deck continuously transferring ballast and slowly taking the
wt on deck until the cranes no longer had any wt
68
LSA & FFE
What are some requirements for life rafts / boats?
stowed for launching directly from the stowed position under
unfavourable conditions of trim of up to 10 and list of up to 20
Most ships will have a capacity of 150% for the complement of the ship
Only one type of release mechanism shall be used for similar survival
craft carried on board the ship.
Falls, where used, shall be long enough for the survival craft to reach
the water with the ship in its lightest seagoing condition, under
unfavourable conditions of trim of up to 10 and list of up to 20
Falls end to ended every 30 months & replaced every 5 years
Vessels less than 85m (other than tankers / chemical / gas ships) can have liferafts with
a compliment 150% each side instead of life boats.
ONLOAD
Due to being stuck on ships side or falls do not release once water borne:
69
Remove pin
Break Perspex
Manually turn indicator to green
Brace yourself and operate release handle
Note that FRC hooks have an ‘arming handle’ and lifeboats have a release handle
talk through how you would conduct drill on free fall life boat. How often are they
required to be manoeuvred on water?
Go through the ship specific SOP and JHA if unfamiliar
Every six months but if impracticable Class may extend to 12 months if simulated
launching is conducted every 6 months.
Prepare FRC:
Remove gripes
Remove power cord
Turn on Batteries
PPE / Lifejacket
2 persons onboard
Radios / nav lights on
Get permission to launch
70
Hydraulics on
Proper hand signals
Up on winch out of cradle
Out on davit
Lower wire
1m from water ‘arm’ off load lever
Start engine
Once hit water the offload release will open once a certain weight is displaced in the
water
Release the painter
71
What are extra requirements for oz regulated ships as per MO 25?
Lifejackets:
In addition to the life-jackets required by Regulation 7 of Chapter III, a cargo ship must
be provided with another life-jacket for each person that the ship is certified to carry.
3.6.2 The additional life-jackets required by clause 3.6.1 may be used to comply with
Regulation 7.2.1.2 of Chapter III and the remaining life-jackets, if any, must be kept in
float-free locker or lockers in a suitable and plainly-indicated location
EPIRBS:
the normal equipment of a liferaft as set out in paragraph 4.1.5.1 of the LSA Code is
varied by the following:
(a) the first-aid outfit required by paragraph 4.1.5.1.8 of the LSA Code must comply
with Schedule 2;
(b) in addition to the requirement of an efficient radar reflector or search and rescue
locating device mentioned in paragraph 4.1.5.1.14 of the LSA Code, an approved EPIRB
If found crew member missing in the morning, which method would be used initially
to alert other vessel/relevant authorities?
I would phone RCC Australia, then put out an urgency message through either
VHF/MF/HF DSC depending out distance travelled from last time the person was seen.
My full actions would be:
Stop vessel
Muster
Ship search (same procedure as for a security stowaway search)
If not found:
Do an estimated time/distance/ area covered since last seen.
Send urgency call
Inform RCC oz with details such as: (rcc would use the MASTrep system to help with
SAR)
Inform DPA
Area / wx / tide / current
Obtain IAMsar III
Have a toolbox meeting with crew
Set lookouts & rooster (Fatigue etc)
Obtain track made good
Press mob button
Start search
While the vessel was stationary she what wx / tide / current were doing
72
BA party / individual jobs should be know
Attack fire
If cannot fight box up area
Decesion to let go engine room fire suppressant done by Master & C/E
Follow procedure for letting go Suppressant:
Box up area
Fixed Fire system Release:
a. Class of fires
A – combustable materials
B- Liquid – Beers!
C- Gases
D metals
E electrical
F fats / cooking oil
b. Types of extinguishers.
Dry powder BC BCF
Foam
Water
73
Co2 remember dry dock isolation of bottles / main valve shut / individual pinned
bottles.
Oatmeal? fats
c. Fire triangle
Fuel – remove
Oxygen- smoother less than 11.5%
Heat – quench or cool
d. Spread / Start of fires / Propagation
Conduction – heat transfer through bulkheads etc
Convection – spread through air / ash / vents
Radiation- sun
e. Flash point
The lowest temperature at which a substance starts to give of vapor and will flash when
a naked flame or spark is given to it.
f. Ignition Point.
The lowest temp after the flash point that it will keep burning
What are Fire hose & Pump requirements for your ship?
Mo 15 / Solas chapter II-2 Reg 10
LKA >1000Grt
Non – Perishable Material
Hose fitted with Nozzle, fittings and securing appliance i.e. hammer (interchangeable)
Lengths:
E/R: 10-15m
Deck / other spaces: 10-25m
Breadth >30m 10-30m
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Numbers
As per Flag requirements but:
No less than 5 ( not including E/R)
Hose every 30m
It allows releasing the boat when the vessel is listing or trimmed in an emergency.
Offload release is once the boat touched the water and 25% of the wt is supported by
the water the hook releases so the boat does not get caught up in the swell and sea
while being connected to the hook.
The offload release has to be ‘armed’ while being deployed for it to work when it touchs
the water
Also the hook has to be properly set when recovering to deck.
Your vessel should have a JHA and SOP for launching FRC’s & lifeboats.
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MO 57 / OZ code of safe working Practices for Helicopter Operations
2 Purpose the Navigation Act, makes provision for and in relation to:
(a) the protection of the health and the security from injury of persons engaged in the
loading or unloading of ships; and
(b) the safety of persons, including pilots, going on or coming from, or onboard, ships, in
connection with transfer operations by helicopter.
3 Application
This Part applies to and in relation to:
(a) a ship registered in Australia; and
(b) a ship registered in a country other than Australia that is in the territorial sea of
Australia or waters on the landward side of the territorial sea.
5 Arrangements on ships
The master of a ship must not permit the transfer of persons and goods between
helicopter and ship unless:
(a) the owner or master has provided such arrangements, equipment, instructions and
training as:
(i) are necessary and reasonable for emergency evacuation of persons from the ship
(ii) are appropriate and reasonable for the normal operations of the ship
(b) the master is satisfied that:
(i) the equipment is maintained in working order and readily available for use;
(ii) the specified training has been carried out.
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(ii) AMSA has accepted, as best practice, the International Chamber of Shipping’s
Guide to Ship Helicopter Operations, 4th Edition (ICS Guide) as the most up to-date guide
promoting standardised procedures for ship-helicopter operations worldwide.
3. Does MO 57 apply to my ship?
(i) Marine Orders Part 57 (MO 57) applies to all vessel’s carrying out helicopter
Operations in Australian Waters.
(i) The provisions of Marine Orders Part 57 (MO 57) require all ships (there are
no exceptions) intending to conduct helicopter operations in Australia to comply with
the regulations contained within the order.
(i) Ships not intending to conduct helicopter operations do not have to comply.
Note, however, that provision 5.5 Medical or other emergency is there to cater for
helicopter operations in an emergency.
6. Can the existing fire extinguishers (which are as per the vessel’s fire plan) be
moved to deck and used for this purpose OR is dedicated equipment required?
A Ch II-2 of Solas states “Where helicopters land or conduct winching operations on an
occasional or emergency basis on ships without helidecks, fire-fighting equipment fitted
in accordance with the requirements in Part C may be used. This equipment shall be
made readily available in close proximity to the landing or inching areas during
helicopter operations.” The required equipment may be obtained by using spare
equipment or otherequipment so long as it is returned to its normal position on
completion of helicopter operations.
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Wx
What is a storm surge?
Storm surges are caused primarily by high winds pushing on the ocean's surface. The
wind causes the water to pile up higher than the ordinary sea level. Low pressure at the
centre of a weather system also has an added effect.
Storm surges are typically associated with TRS.
Navigable Semi-Circle: The Half of the TRS located to the right of the Track
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Heavy rainfall
79
(v) Keep plotting TRS
b. NAVIGABLE SEMI CIRCLE:
(i) Wind will be veering
(ii) Place wind on port ¼
(iii) A/C to keep wind on port ¼
(iv) ths action will take you away from the TRS
c. PATH OF STORM
(i) Wind will be steady and increasing in speed
(ii) Pressure dropping rapidly
(iii) Steam N x W into the Navigable semi circle
(iv) When in Navigable semi circle apply those rules (port ¼ )
BOM’S WX Forecasting:
a. Tropical cyclone warnings Issued by the Bureau of Meteorology
b. Coast stations will be issuing regular cyclone advice from the Tropical Cyclone
Warning Centres (TCWC - Brisbane, Darwin and Perth) as follows:
c. A TROPICAL CYCLONE WATCH message is issued by TCWC whenever a cyclone or
potential cyclone is expected to produce gales in the coastal are within 48 hours but not
within 24 hours. It alerts the recipients to the possibility of a TROPICAL CYCLONE
WARNING being issued within the following 24 hours.
d. The TROPICAL CYCLONE WATCH is reviewed three hourly and a new message issued
six hourly until it is either replaced by a TROPICAL CYCLONE WARNING or finalised.
e. A TROPICAL CYCLONE WARNING is issued when gale force or stronger winds are
expected to develop in coastal areas within 24 hours. TROPICAL CYCLONE WARNINGS
are issued at least three hourly and may be issued hourly when the cyclone is close to
the coast.
f. A FLASH CYCLONE WARNING is issued whenever the following conditions are met:
1. It is the first warning to a community not previously alerted by a Cyclone Watch.
2. It is an urgent amendment of the current warning.
g. The TCWC will be tracking the cyclone by satellite and by weather radar when close
enough to the coast. The information given by them will include:
(i) the name of the cyclone
(ii) approximate location of the eye (by geographical reference, eg 75 miles NW of
Broome and by latitude and longitude)
(iii) present movement
(iv) expected movement
(v) coastal and island communities under threat
(vi) wind strength near the centre and for the radius that destructive winds extend from
the centre
(vii) the central pressure and cyclone category on a scale of 1 to 5 with 5 being the most
severe
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(iv) If possible, go well up a small creek and secure fore and aft, and athwart ships to
stout mangroves. Mangroves provide a tremendous windbreak without being too high.
(v) In determining a safe haven for a cyclone, the following factors should be taken into
consideration.
Does the area provide shelter from the prevailing and expected winds?
It must be easily accessible
Sufficient swinging room if at anchor
Sufficient depth of water at all levels of tide
Good holding ground if intending to anchor
Distance of the safe haven from your present position
Estimated time to reach the haven in the prevailing conditions
Is it in the likely path of the storm
Effect of a storm surge in the haven
(vii) Cyclone contingency plans, At the beginning of each cyclone season mariners
intending to operate in cyclone affected areas should contact their state marine
authority for up to date contingency plans for relevant ports.
(viii) If at sea the master should take the following factors into consideration:
a. Position of vessel in relation to TRS
b. TRS track / path
c. Capability of vessel i.e. seaworthiness
d. SOLAS
e. Cargo
f. Heavy WX preparations
g. Charter requirements / reporting / Buddy system
h. Vessel / company operational procedures & guidelines
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Passage Plans & Charts
Temporary and preliminary notice. The difference. Give example of each.
Preliminary: Issued to promulgate navigation significant data early to the mariner and
is something that will be permanent i.e. New Buoy in an area
What are the Nav act & solas requirements for charts?
Solas Ch V Regulation 19:
2.1.4: Nautical Chart & publications to plan & display the ships route for the intended
voyage and to plot and monitor throughout the voyage
(also a GPS receiver or radio nav system)
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What are some Chart projections?
a. Mercator:
1. Mercator is a cylindrical projection.
2. It is derived from a mathematical formula.
3. Minimal distortion at the Equator / Maximum at the poles.
4. Mercator charts are proportionally exaggerated North & South due to the
exaggeration of the East & West when ‘opening’ up the longitudinal meridians for the
Mercator. (basically making the sphere of the earth fit on a cylinder.)
5. Orthormisim is introducing an equal distortion North & South, the distortion
increases towards the poles, therefore a bearing and bearing remain true and land
represents its true shape.
Advantages:
1. Directions & Position lines can be easily transferred.
2. Rhumb lines easily transferred.
3. Distance easily measured 1nm = 1 minute of latitude.
4. Directions remain correct through distorted areas.
Disadvantages:
1. Great circle cannot be laid off due to being curved. (It can be laid off in a series of
waypoints and rhumb lines.)
2. Polar regions cannot be represented due to large distortion.
3. Areas cannot be compared due to varying distances.
4. Distance varies with latitude.
When taking distances off a Mercator chart, use the Latitude scale adjacent to the area
being used.
b. Transverse Mercator:
Mercator turned 90 degrees and the meridian used as the transverse equator. Used for
large scale, plan & port charts.
The projected area in the vicinity will have minimal distortion.
c. Great Circle:
Is an azimuthally projected chart. It utilizes a plane which touches a selected point on
the globes surface, a point of tangency. Lines laid on a GC chart are straight. Can be used
for large scale charts.
Advantages:
1. Used for long distance sailing, shortest route over long distances.
2. A GC line can be laid off on a Mercator chart as a series of short rhumb lines.
Disadvantages:
1. Can put vessel into high latitudes encountering ice & bad wx and can also void
insurance.
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Great circle sailing, how do you go about this?
Calculate using Spherical trigonometry and PQR triangle / Cosine formula
Cos a = cosb cosc + sinb sinc cosA
Use a Gnomonic chart: Draw a straight line & mark off a series of WP to plot onto a
Mercator Chart.
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How do you get a copy of the latest nav warnings & Aus coast Warnings?
Nav Warning folder (from NTM or Sat – C EGC log)
SAT-C EGC Log (achieved on disk)
Amsa Website: Maritime safety Info or apply for email updates from AMSA website
Ship Chart Correction Log
Oz Hydro website
Explain the difference between Notice to mariners / Annual NTM / Marine Notice /
Cumulative list?
Cumulative list:
a 6 monthly (jan/ July) update of each chart correction since its last print date
Oz NTM:
2 weekly Correction for Charts Publications / NAV & Met warnings / SAR
Annual NTM:
The Annual notice to mariners advises mariners of important matters affecting
navigational issues, safety & publications in OZ.
This publication includes all significant and relevant information obtained by the
Australian Hydrographic Service (AHS) such as:
Ausrep / ReefVTS
Military
Dumping grounds
Torres Strait tides
GMDSS
DGPS
Depth sounds
Pilotage
Pollution
All NTM stuff
Marine notices:
Marine Notices provide information to the shipping and broader boating community of
issues which may impact on them. While these Notices have no legislative background,
often the topic relates to upcoming changes to legislation or changes in procedures as a
result of amended or new legislation.
Voyage from PNG to Melbourne. How many seasonal zones pass though?
2 Tropical and summer. Look up the Load line convention and the seasonal zone is in
the annex
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What other considerations when loading in PNG.
Loading to the summer Loadline but adding on allowing for fuel consumptions i.e. load
to the summer Loadline plus the amount of consumables used before entering the
summer seasonal zone.
Quarantine / Customs
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Ship handling
Increasing client pressures are causing mariners to navigate in certain areas without
enough water under the keel.
To ensure safe UKC, an UKC allowance should be laid down by an authority (Dover
Strait) or be company or ship procedure.
The UKC should include provisions for:
Reliability of chart (7 the fact the depths may of changed)
Obstructions including pipelines that may stand as high as 2m from the seabed
Vessels movement in heavy Wx (1 degree of roll may increase the draft by 0.5m)
Long period swell
Negative tidal surges (high pressure system)
Squat at a given speed
Med Moor
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Running Moor
Open Moor
The use of 2 anchors, let one go and set that anchor, then use tide or steam up at 60
degrees and let go the other go, anchor, used to for heavy weather.Done this one once
on the Falie behind North Neptune Island SA in a strong gale.
Kedging an Anchor
In practical terms I’ve kedged an anchor at Port Adelaide with the One & All, as we
docked with the fresh SW sea breeze (setting onto berth) we use to drop the anchor,
mainly so we could get off the berth later on but also to control the head when berthing.
Baltic Moor
I have done this one at Apollo Bay in VIC on the one & All, not to berth but to make a lee
for launching the tender to put people ashore.
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What is ship squat?
Squat can be encountered from anywhere below 4 times the draft.
Squat can affect the vessel when moving but also when stationary in a tidal stream or
current.
Squat varies with speed.
Squat is caused by the restricted water flow beneath the keel & the seabed cause the
water flow to speed up & cause a Low pressure drawing the hull towards the seabed.
For vessel with even trim:
Cb >0.7 squat will be greater at bow
Cb <0.7 squat will be greater at stern
(Cb for ship recorded in Ship Stabook)
What is interaction?
Interaction is the name given to the effects of the change of water pressure around the
hull.
3 zones are specified in Interaction on the ships hull:
Bow: Pressure zone (++)
Amidships: Suction zone (--)
Stern: Pressure zone (++)
The suction tends to be aft of amidships due to the pressures not evenly distributed
along the hull and will tend to pull the aft towards the bank & the bow away.
The positive bow pressure does help in pushing the bow off the bank but is only part of
the reason as stated above.
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What is canal effect and smelling the ground?
Both have to do with the restricted water flow around the ships hull.
If the pressure forces on each side of the hull are out of balance i.e. too close to a bank or
passing to close to a shoal then the vessel can shear to one side uncontrollably
This squat effect results from a combination of (vertical) sinkage and a change of trim
that may cause the vessel to dip towards the stern or towards the bow depending on the
Cb.
The steering can become impaired and loss of power & speed.
It can depend on displacement & speed of vessel.
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Radio
What GMDSS entries are made in the log?
Rt calls
DSC calls
Distress / Urgency calls
Note, checks required for GMDSS requirements are stated in the front of the GMDSS
Radio log book.
As listed:
Daily:
VHF RT / DSC internal
MF/HF RT /DSC internal
Printers
Battery Charge
Weekly:
VHF RT / DSC coast station
MF/HF RT /DSC coast station
Sat C transmission test
VHF Handhelds
Monthly:
Epirbs
Sarts
Batteries levels / hydrometer
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What legislation makes the GMDSS law in OZ?
Marine orders 27
SOLAS ch IV radiocommunications (SOLAS is made domestic law through NAV ACT)
These satellites pick up the EPIRB signal nearly instantly and sends the signal to a LUT
(local user terminal) which sends the signal to a RCC with a GPS position of the EPIRB.
(Note: N&S of 70 you may have to wait for a Leo satellite to be over head)
The 121 frequency is used by aircraft to hone in on the signal.
The EPIRB has a 48hour battery.
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BRM & WATCHKEEPING
What is the BRM objective?
In its rawest form its using all the available resources to achieve a common goal,
eliminating one person errors or just errors in general.
What are some things that the Pilots & Masters relationship is based on?
(i) Good closed loop communications
(ii) Cross checking each other
(iii) Roles defined, who has the conduct, who is OOW, who is putting her alongside
(iv) Support each other
(v) Each member knows their role
(vi) Learn of the Pilot
(vii) Information exchange
(viii) Enough time for information exchange
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Compass error
Drafts
Air drats
Length to stern / bow from bridge wing
Anchor shot
Bridge equipment checklist
Engine revolutions and speed
In generally speaking in bridge terms its which officer has the watch
If you are conning the ship, what info do you think you would require?
I have answered this to do with steering the ship not taking over the watch.
Course to steer
True course
Gyro Corse
Magnetic course
Possible leeway
Possible set and drift
Passage Plan
Manoeuvring diagram
Pilot card
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Drafts / UKC / squat / interaction
Your own little note pad with courses etc so you don’t have to go into the chart room all
the time
Tides / Wx forecast
Traffic density
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(viii) Know UMS procedures
(ix) Familiar with manual steering and the controls
(x) Stopping / turning distances of vessel
(xi) Manoeuvring characteristics of vessel
(xii) Record keeping
(xiii) BRM
(xiv) Communication
(xv) Monitor:
-sea state / wx / current / tide/ wind
-Visibility
-Nav lights
-Fire rounds
-Crew
-Autopilot
(xvi) Take compass error
(xvii) Look out window for:
-Distress signal
-Other vessel
-Debris
-Land
-Buoys / beacons
-Submerged stuff
(xviii) Anticipate:
-Next turn
-WP
(xix) Fix position regularly
(xx) Radar long range scanning
What would you expect to see in regards to a 2nd Mates passage Plan?
UKC & squat workings
Berth to Berth
Appraisal / Planning / monitoring / Execution / review / Archive
Transits and bearings for A/C
Clearing bearings
Publications used
Charts & Publications up to date
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What do you do if a pilot hasn’t got a passage plan?
Your ships passage plan should be from berth to berth, so a passage should have been
completed and checked.
Equipment checks: Radar / ais / auto pilot / GPS / Plotter / Charts / Gyro & Magnetic
compass / Ships clock & LMT / Echo sounder
Sea: Deck secure / cargo secure / Paper work complete / Water tight integrity /
Anchors / Drafts / Stability / Port clearance / Papa / pilot ladder
What is Mastrep?
A ship reporting & monitoring system for Navarea X
The above ships have to be fitted with AIS & will be tracked once inside Navarea X.
Ship only reports to RCC for: MP / HS / Incidents
Mastrep is used for:
Vessel monitoring (UNCLOS)
SAR: Limiting search time / using available assets / precise search areas
97
Can’t maintain course
As required in Master’s standing / night orders
CPA exceeded
Nav hazards
Restricted waters
What publication to use for SAR? What sort of info contained within it?
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What are the dimensions for a pilot ladder & what is the set up for pilot boarding?
- Regulation 23 Chapter V of SOLAS and IMO Resolution A.889(21): Recommendation on
pilot transfer arrangements.
MO 21 Safety of Navigation
Note: For pilot ladders, see Australian Standard AS 2933-1987, Shipbuilding—pilot
ladders
IMS work schedule – Get all the details & make a work schedule every 3 months
Light facing FWD highlighting boarding area / OOW / Lifebuoy & light
Bulwark ladder if used only lashed at the bottom on deck
Life vests near sea door
Officer and deck IR to meet pilot
Communications
Man ropes
Ladder height to pilots instructions
Lifebuoy with light
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Colregs & ROR & Buoys
Cardinal / isolated Danger / Safe water marks Standard: White bands or letters or No.s
Cardinal comprehensive:
North blue on yellow
East Blue on blue
South Yellow on blue
West Yellow on yellow
What is IALA?
International Association of Lighthouse Authorities is non-governmental body which
brings together reps from aids to navigation services to exchange info, recommend
improvements.
IALA came up with a 2 buoyage system:
IALA A: Red to Port (cans in the left hand)
IALA B: Green to Port (cans in the left hand)
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What is the emergency wreck marking buoy?
A newly discovered hazard to navigation not yet shown on charts or listed in the NTM,
will be marked with a ERMB.
Yellow cross with blue & yellow striped buoy
Light: Alternating yellow & blue light
How do you know which way the buoyage system goes? OZ seafarers??
The conventional direction of Buoys is indicated in two ways:
LOCAL Direction of Buoyage: the direction taken when approaching a harbour, estuary,
river or other waterway from seaward
(b) In construing and complying with these rules due regard shall be had to all dangers
of navigation and collision and to any special circumstances, including the limitations of
the vessels involved, which may make a departure from these rules necessary to avoid
immediate danger
[Rule 2 is sometimes referred to as the "General Prudential" rule and provides for non-
conformance with stated rules in order to prevent a collision, because what is
paramount is to avoid or minimize the damaging effects of a collision, as opposed to
blindly following the rules to the letter. The overall intent is to minimize actual collision
taking place rather than rule compliance in and of itself, per se.]
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Explain the difference between sections I, II & III in Part B.
Part 1: Conduct of vessels in any visibility:
Rules 4-10
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Crossing situation:
Towing vessel on port side – crossing not RAM
Vessel aground:
Luminous Range:
The maximum range a light can be seen taking into account the intensity of candela of a
light and visibility at the time.
Nominal Range:
Distance a light can be seen at a visibility of 10’.
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Do mast head lights & side light cut out ay 22.5 abaft the beam?
Annex I – Colregs: Light specs
No, 1-3 cut off allowance for side lights / 5 for masthead lights
The 2nd mate calls you, there is red smoke on the surface what does this mean?
What would you do? And where do you get info about this?
Submarine in distress
Annual Notice to mariners
Call RCC
You have a collision with another ship, could you try to Salvage that vessel?
No, you would render assistance, because no matter what your ship will still be
somewhat responsible for the incident in a court of law.
Steps:
If vessels are together raft up to prevent pollution and sinking
Muster
Emergency procedures and preparedness for collision
Water tight doors
Ballast to keep upright
FSE, put FSE prevention steps into place
Damage stability criteria
Pollution: call Coast state for assistance
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Bridge Equipment
Radar: M.O 21 Safety of Navigation & Emergency Procedures / SOLAS Ch. V
105
What are some of the RADAR errors?
Multiple echoes: when the radar pulse bounces between your ship & the target,
producing several echoes on the same bearing
Side lobe echoes: the smaller lobes at the side of the Main radar beam produce their
own echoes, at small ranges
Indirect errors: Pulse returning id deflected off funnels etc and cause 2 echoes at the
same range as the target but different bearings
Interference: Cause by other radars or internal disturbances
What are the pros & cons of a 3cm & 10cm radar? When would you use each one?
3cm:
Coastal & Inshore pilotage
In heavy seas
Close range collision avoidance
10cm:
Long range scanning / collision avoidance
Looking for targets through rain (long pulse)
If unsure about any equipment check SOLAS V / MO 21 / Ship safety certificate annex
All ships are required to carry "adequate and up-to-date charts" under SOLAS Chapter V
(Regulation 20) to assist in navigation.
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1. What is ECDIS?
As can be seen from the above there are no mandatory carriage requirements for
existing cargo ships of less than 10,000 GT……………………
New passenger vessels of 500 GT and upwards constructed on or after 1st july 2012.
New tankers of 3,000 GT and upwards constructed on or after 1st July 2012.
New cargo ships, other than tankers, of 10,000 GT and upwards constructed on or after
1st July 2013.
New cargo ships, other than tankers, of 3,000 GT and upwards but less than 10,000GRT
constructed on or after 1st July 2014.
Existing passenger ships of 500 GT and upwards constructed before 1st July 2012 not
later than the first survey on or after 1st July 2014.
Existing tankers of 3,000 GT and upwards constructed before 1st July 2012 not later
than the first survey on or after 1st July 2015.
(ii) Full independent back with separate radar , GPS input and power supply,
Or
Update Paper chart portfolio.
(iii) Members are referred to the IMO circular SN.1/Circ.276 on ‘Transitioning from
Paper
Chart to Electronic Chart Display and Information Systems (ECDIS) Navigation’ for
additional guidance and information.
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What are the Standards for ARPA?
(i)1 min trend:
R/C: +- 11 degrees
CPA: 1’
Rel. Speed: 10%
3 Min:
RC: 3 Degrees
TC: 5 Degress
CPA: 0.3’
TCPA: 1 min
Rel. Speed 1%
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How do you know if a magnetic compass is unreliable?
Deviations of 5 or more
Pilot advises that there is erratic movement on the magnetic compass, what are
your actions?
Check fluid levels
Use the gyro, look out the window, give helm orders
Make sure no ship structure changes
Check heeling bucket magnets
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What are the errors & settings associated with a Gyro Compass & how are they
fixed?
(i) Steaming error:
where rapid changes in course, speed and latitude cause deviation before the gyro can
adjust itself. On most modern ships the GPS or other navigational aids feed data to the
gyrocompass allowing a small computer to apply a correction
or
There are speed and latitude adjustments on the Gyro unit
(ii) Damping or settling error: (settling position not exactly True north)
1. Shift the lubber line
2. Computed tables from the manufacturer
3. Mechanical device
(iii) Residual error which is known as the gyro error: High or Low
(iv) Rolling error
The Gyro breaks down, what are your actions & what does it effect?
Gyro repeaters
All gyro fed bridge equipment:
DP
Auto pilot
Radar / ARPA
AIS
ECDIS
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Fire plan
General arrangement plan
Steering manual to auto
Emergency steering
False echoes:
Round the clock echoes: is when the stylus has already started another cycle when the
previous pulse comes back, it show for a depth of 300: 10 / 310 / 610 but a weaker
trace, unlikely in digital sounders
Double echo errors: The pulse is rebounded twice from the surface of from the ships hull
giving readings twice the depth, trace is always weaker than the true depth, adjust gain
/ sensitivity
Multiple Echoes: Same as double echoes but happens several times, adjust the gain /
sensitivity
False Echoes: Fish, weed, the deep scattering layer that has different density of water
with plankton and fish (300-450m during day / surface at night), turbulence
111
Stability:
Remember the following formulas?
FWA: Displacement
4 x TPC
Displacement:
cb = V / L x b x d
Area of Waterplane = L x B x CW
Volume of Displacement = L x B x d x Cb
Displacement = V x R.D
KG = KM –GM
KGf = KG + FSc
GG1 = Wt x d / Displacement
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FSM = i x density (FSM also from tank criteria in Stabook)
(FSE) i = L x b3 / 12
BM = I / V I = L x b3 / 12 Box BM = b2 / 12 x d (draft)
d = 2/3 of draft (triangular prism)
Gz = KN – (KGf x SineQ)
Heel
MSS = Disp. x GZ
GZ = GM sine Q
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Describe the following?
Centre of Gravity
A point on the vessel through which all forces of gravity act vertical downwards
Centre of Buoyancy
A point on the vessel through which all forces of buoyancy act vertically upwards equal
to the water displaced
Metacentre
A point on the centre-line of a vessel through which all the forces of buoyancy pass
when the vessel is heeled
Righting Lever
When the vessel is heeled by an external force, the centre of buoyancy/centre of gravity
are not in the same line, now a horizontal distance exists, the buoyancy pushing the
vessel upright (the righting lever Gz)
Metacentric Height
The distance from the Centre of Gravity to the Metacentre (G.M.)
Displacement
Is the total weight of the vessel equal to the water it displaces
Displacement = Lightship + deadweight
Draught
The vertical distance from the Keel to the waterline
Freeboard
The vertical distance from the waterline to the uppermost continuous deck
Trim
This is the difference between the fore and aft draughts
Mean Draft
This is the forward and aft draft added together and divided by the number 2
Stable Equilibrium
This is when a vessel has a positive righting lever (G below M)
Neutral Equilibrium
This is when the vessel has no righting lever (G & M together) (Danger of Capsize)
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Unstable Equilibrium
This is when the vessel has a negative righting lever (G above M) (Capsizing lever)
Stiff Vessel
This is a vessel with a very large righting lever (G near the Keel)
Tender Vessel
This is a vessel with a vessel small righting lever (G very near M)
Angle of Loll
This is a vessel that is initial unstable but when heeled has a vessel small righting lever
(Very dangerous condition, get rid of any weights on deck either by putting it overboard
or down into the hold) (Caution watch an angle of loll through ice accretion, always take
the ice off all rigging first the from the high side and push it towards the low side giving
you a bigger list but your forces of buoyancy work harder to keep your vessel upright)
List
A list is caused by you moving anything on the vessel to one side
Stability Curve
this is a curve that shows the following :
(1.) angle of maximum stability
(2.) maximum g.z.
(3.) the righting lever at any angle
(4.) angle of vanishing stability
(5.) the range of stability
(6.) angle where deck-edge immersion begins
(7.) the amount of dynamic stability a vessel has
(8.) the point of contra flexure
(9.) the angle of inclination
(10.) the initial g.m.
(11.) the radians for that vessel
Stability
This is an act of keeping the vessel stable
Transverse Stability
The vessels ability to return to the upright position
Reserve Buoyancy
This is the volume of air in the watertight space above the waterline
Centre of Floatation
This is the centre of the water-plane area of a vessel at any draught
Deadweight
This is the cargo, stores water, fuel that you've taken aboard
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Light Displacement
The total weight of the vessel, machinery etc that stays on the vessel and cannot be
moved, (stores, fuel water etc not included)
Lightship
The total weight of the vessel, machinery etc that stays on the vessel and cannot be
moved, (stores, fuel water etc not included)
A moment
A moment = weight x distance
Dynamic stability
The amount of work taken to bring a vessel back to its upright position
Density
The mass density or density of a material is defined as its mass per unit volume
Volume of displacement
This is where the vessel is equal to the water displaced and expressed in cubic metres
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What is contained in a Stability booklet?
- Inclining experiment
-Profile view
-Plan view
-Ship Particulars
-Load Line
-FWA
-Draft marks
-Hydrostatic tables
-KN curves
-Deck edge immersion
-Potential angle of flooding
-Angle of flooding
-Immersion diagram
-Trim calculation for LCF draft
- IMO criteria
-Tank summary tables
-cargo space diagrams
LCF
a. The LCF if the centre of the waterplane area (birds eye view) but displayed as a
profile view.
c. The LCF has to be determined to calculate the rest of the hydrostatic tables
LCB
a. The longitudinal centre of buoyancy is the centre of the underwater volume
longitudinally
LCG
a. The longitudinal centre of gravity is the weight acting down longitudinally
2. the relationship between the LCG & LCB is called the trimming lever
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6. Explain a vessel going from Saltwater to Dock water to saltwater?
SW to DW
Vessel Sinks
Draft Changes
Hydrostatic particulars change
LCB moves Aft / due to underwater volume increasing
LGC Same / no chane in weight
LCF changes / due to change in WPA
Trimming lever changes
Vessel trims more to the head
DW to FW:
LCB moves FWD to to decrease in Underwater volume
Vessel trims by the stern
What is AOL? Draw & Explain, How will find initial GM?
AOL is when there is an effective rise of G towards the metacentre resulting in no or
negative GM(G above M) due to slack tanks, water / fish on deck, improper loading.
The G usually centres on the upthrust buoyancy line above the M resulting in no GZ or a
capsizing GZ (negative righting lever).
As G settles on the buoyancy line it causes the vessel to settle at a loll, & the ship will
then roll (pivot) around this loll when moved by an external force i.e. Swell.
As the vessel rolls around this loll the ship can flop to the other side and possibly
capsize.
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positive / neutral / negative stability diagrams:
To find the GM do a stability calculation finding KGf, get KM from hydrostatics and get
GM.
Also AOL TanQ=sqroot 2 x (GM/BM)
What is the difference between AOL & list? How would you determine?
List is cause by a distribution of weights on a vessel when un/loading, moving weights
onboard, fluid transfer.
AOL is caused by a rise in G, resulting from FSE, slack tanks, damaged stability, water on
deck, ice on deck.
Stop loading
Do a stability calculation
Check the loading with the plan
Check with engineers if they are moving liquids
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What are the 10 steps to reduce AOL?
1. Find out the cause of the loll, if in doubt if list or loll, treat as loll.
2. If AOL due to slack tanks, fill low tanks with small FSM first, do not allow DEI or water
on deck, Transfer high tanks to low, ice on mast.
3. If due to weight below, fill low tanks with small FSM
4. Do a stability calculation, determine GM and KGf.
5. Calculate FSM for each tank that you wish to fill / empty and add it to the KGf
6. Provided it’s safe and will increase the GM+ proceed to fill tank.
7. Once proven that there is +VE stability start correcting list.
8. Jettison cargo if need be.
9. Use swell, sea & wind to your advantage so you don’t flop over to other side.
10. Go outside normal procedures (NAVACT) if need be i.e. go over load line.
The ship Takes a 5 degrees list whilst loading in port. List or loll.
How check and correct?
List has positive stability → moving anything on the vessel to one side will list.
Loll has negative stability. G & B in the same transit → initial unstable but when heeled
has a small righting lever (very dangerous) condition.
Stop loading
Do a stability calculation
Check the loading with the plan
Check with engineers if they are moving liquids
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Draw a GZ curve & explain how to get GZ & explain the IMO stability Criteria?
GZ = XN
XN = KN – KX
Sin Q = KX / KG
KX = KG sine Ǿ
GZ = KN – GZ x sine Ǿ
b. The KN explanation:
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c. Resolve GZ for each angle of heel:
HEEL 10 20 30 40 50 60
KN
KG x Sine Ǿ
GZ
Initial GM
This is on the curve of statical stability, on the angle of inclination at 57.3 degrees there
is a radian line , and a tangent line which starts from 0 degrees and leaves the first arc of
the curve of statical stability and where the tangent line and the radian line at 57.3
degrees meet then this is the initial g.m.
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Maximum GZ (on curve of static stability)
This is on the curve of statical stability, at the top of the curve look at the distance on the
scale (metres) and this is the maximum g.z.
(1) Area under curve up to 30 degrees not less than 3.15 metre degress
(2) Area under curve up to 40 degrees not less than 5.16 m/d
Or 0 to angle of flooding if the AOF is less than 40 degress
(3) Area between 30 and 40 degrees not less than 1.72 m/d
Or30 to AOF (if less than 40 degres)
(4) @ 30 Heel the GZ ordinate has to be greater than 0.20m
(5) Max GZ has to occur preferably @ 30 Degress but not less than 25 degrees
(6) Initial metacentric height (GM) corrected for FSE not less than 0.15 (0.35 F/V
(7) Use simpsons rules to calculate the area under the curve
You have finished loading and there meat hooks hanging in one of the top loaded
containers, what are your actions?
If you cant access the container, dry to lower your KG in increase your GM, by filling DB
tanks etc.
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Dry Dock
1. What are some of the ship preparations prior to docking?
(i) Docking stability including trim & draft
(ii) Organising the ship plans needed including put not limited to:
Docking plans
Manhole covers
Electrical
Vents & Breathers
Overboard discharges
Anode plan
Bottom plug
Engineering plans i.e. windlass etc
Section plans
Shell expansion
(iii) Work scope DMO’s
(iv) Labour needed
(v) Materials needed
(vi) CO2 Lock down
(vii) Will the ship be dead or people living onboard.
(viii) Survey & Certificate requirements i.e. what tanks & items need surveying
2. What is involved with the pre-docking meeting between Ship’s crew / Ship
Manager/ Dry Dock Master / Dry dock personnel?
(i) A meeting will be held involving all appropriate personnel to outline some of the
following:
1. Stability criteria/ draft/ trim/Bending moments/stresses required by the naval
architect.
2. Ships docking plan, location of hull fittings/discharges/plugs etc (given to dock
master & naval architect)
3. OH& S procedures (see next question)
4. PTW
5. Fire fighting systems
6. Fresh water
7. Sewage
8. Docking procedure JHA
9. Work scope, work schedule….remember Williamstown stuff up with empting tanks
and hull cleaning.
10. Shore power / shore generator
11. Garbage requirements
12. Emergency procedures
13. Shore based contractors needed?
14. Confined space entry requirements i.e. OZ accredited certificates for crew.
Note: Farstad still carried on as if they were in control of the ship i.e. incident reporting,
safety programs etc.
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3. What are some things as a Master / Chief Officer should you look at in a dry dock?
(i) The Propeller tip damage, does it need repolishing
(ii) Anchors / Cables
(iii) Painting blasting required
(iv) Time in dry dock and prioritise DMO
(v) Damage to hull
(vi) Load line survey
6. What are some of the Navy Dockmaster at Garden Island’s ‘Rule of thumb’?
(i) 1 Foot of aft trim for every 100 feet of ship but maximum 3ft of trim.
(ii) If 3 ft is exceeded then the ‘P’ upthrust may exceed the bending moments of the ship
due to weight distribution.
(iii) If there is too much trim the underwater plan changes from a triangle shape to a
diamond shape, the triangle shape gives a good platform to rest the stern on the blocks
whereas the diamond block co-efficient is hard to control.
(iv) The most critical part of the docking is once the stern rest on the blocks until the
fwd end draft finishes ‘Making’ draft. i.e. As the bow starts to come down on the fwd
blocks the water can no longer displace the bow as the water is pumped out, the bow
will start to settle and the draft will actually increase until the vessel is resting on the
blocks, the draft will decrease again once the vessel has fully settled.
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1. What are the stability requirements of Dry Docking?
(i) Most critical when the keel touches the block.
(ii) Always place one end down first to give a good foundation until the other end
settles.
(iii) There will be an upward force acting on the hull which will reduce the ship stability.
(iv) If the GM becomes negative then it may result in an angle of loll. (same if a ship is
grounded)
(v) The place of first contact is P. P is at its greatest at first contact.
(vi) Formulas for Dry Dock Stability:
Then
New KM1 = KM + MM
Then
New KG1 = KG + GG
Then
In my experience from the LKA docking, I liaison with the Naval Architect & he wanted
The exact state as when it went in, 30cm trim aft, same ballast etc. Note that we carried
FW ballast so it was easy for us, but if you had SW ballast then my logic would be just to
talk to the naval architect and see if you could go back possible in lightship condition.
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LIST OF TONNAGES
List of tonnages
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OTHER QUESTIONS
What are the departure steering gear tests?
As per SOLAS V / MO 21
Done 12 hours before departure
Officers competent with all components of steering / gear / change overs
Emergency gear change over procedures on bridge
Emergency steering gear test every 3 months
Communications
Check:
Remote steering station
Full rudder control i.e. 35 to 35
Time taken from hard over to hard over
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