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1. Started with ISM Code. Wanted to know what it was, it’s aims.
2. Company DOC and Ship SMC – What are the purposes of these?
The DOC certificates that a named company is compliant with the ISM Code.
The SMC certifies that a named ship is compliant with the SMS, which has
been set up.
4. Talk about effects of ISM on Chief Officer’s role on board ship. Ultimately
got onto risk assessment, planning of procedures and recording of what
has been done. (Took time to get to this, as the questioning seemed a bit
vague).
Execution
Monitoring
References
See project.
8. On small container ship. Bottom tier of containers is a tank container and
this gives way causing damage to ship and loss of other containers
overboard. Wanted to know about noting protests, damage stability,
securite message, Informing P&I club, classification society, owners,
charterers, port of refuge. What to do about containers over the side.
Ways of limiting ingress of water.
Activate SERT.
Check damage to vessel/damage stability
Check substance in tanktainer.
Securite message.
Bring vessel upright.
Lash and check any loose lashings.
Seek port of refuge if damaged.
Is sea pollutant in tanktainer report to authorities.
Note protest.
Limit ingress of water.
A = area of hole
D = depth below waterline.
9. Preparations for resulting dry dock. Vessel with slight trim by the stern,
why? P-force, dry dock services, fire-fighting cover, other services
provided by dock. What to check for vessel when vessel out of water.
Ranging cables, securing bitter end. Back to being mate.
All hatches B.
Refer to Archie’s notes.
MFAG
Reporting procedures
Packing cargo transport units
Safe use of pesticides
Inf. Code
Appendix
11. Garbage disposal procedure. Special areas where to find out where they
are and what are they.
Special areas are areas where garbage such as the following is prohibited
a) All plastics.
b) Paper products, rags, glass, metal bottles, crockery etc.
Food wastes are allowed as far as possible from land but in any case not less
than 12 miles.
Special areas
Mediterranean Sea
Baltic Sea
Black Sea
Red Sea
Gulfs
North Sea
Antarctic area
Wider Caribbean region
Risk assessment
Permit to work systems
Protective clothing supplied
Safety signs posted.
13. Cargo Securing Manual contents.
Contents.
a) Definitions
b) General information
c) Specification for fixed cargo-securing devices
d) Specification for portable cargo-securing devices
e) Inspection and maintenance schemes
f) Stowage and securing of non standardised and semi standardised cargo
Handling and safety instructions
Evaluation of forces acting on cargo units
Application of portable securing devices on various cargo units,
vehicles and stowage blocks
Supplementary requirement for ro-ro ship
g) Stowage and securing of containers and other standardised cargo
Handling and safety instructions
Stowage and securing instructions
Other allowable stowage patterns
Forces acting on cargo units
a) To be tested 5 yearly.
b) Types of test
When 8 x diameter length are taken throughout the wire and 10% are
observed with broken strands.
Validity 5 years from date of completion for initial renewal survey, subject to
annual surveys.
Errors
a) Errors, which are generated in the radar installation itself, the behaviour of
the signals at the chosen frequency and the limitations of peripheral
equipment such as logs, gyro compasses and dedicated trackers.
Glint – due to the ship pitching, rolling and yawing the centre off the radar
centre moves over the full ship’s length. Glint introduces random bearing
errors if the ship’s aspect is beam on.
These cause false positions to be recorded on each side of the relative track
of the other ship leading to errors in the observed track and therefore in the
predicted CPA. Bearing errors may result from the following causes:
Range change due to roll of own ship due to rolling and pitching
scanner distance varies from target.
Range quantization error.
Pulse amplitude variation (40m max) due to angle at which radar
signals hit back scanner.
Errors from coupled equipment.
Target swap.
Track errors.
Incorrect course and speed input.
Error in interpretation
General precautions
Precautions
Verbal order by master to abandon ship. Distress message sent (if not done
before). Muster on boat deck.
Life boat / life raft lowering procedure by muster list designated personnel.
Extra equipment
Blankets, provision, SARTS, extra clothing, extra first aid kits, immersion suits
/ TPA’s, GMDSS emergency VHF.
22. Maintenance of LSA, SOLAS training manual. Fire pumps on last vessel,
location and start procedures.
Required inspections
c) Weekly inspection:
Monthly inspections
1. Joining a products tanker as Mate for the first time, what to look for?
PMS, ESP, Stability booklet/loading program, SOPEP plan, oil record book +
entries, product data, ship/shore safety checklist, renewals of certificates due,
any conditions of Class, any pending NC, pending requests, condition of
tanks/ballast, crew info, location of SMS, familiarisation, muster list – duty, IG
condition, cargo details, watch roster, problem in particular ports, segregation,
V/V problems, safety signs, pump room entry permits, cargo equipment
manuals, ODME manuals, inert gas manual, tank cleaning equipment
manuals, C/O log book, garbage management, register of lifting appliances,
ballast management.
Every ship shall be provided by the owner with an “Operations Book” in which
shall be set out instructions to ensure the safe and efficient operation of the
ship. The owner shall designate a person who shall be responsible for
monitoring the safe and efficient operation of the ship (the Regulations do not
go into details who the “designated” person should be, but someone of the
experience and standing of a Fleet Manager or Marine Superintendent would
be suitable). The owner shall also ensure means for amending and keeping
up to date the Operations Book. The master and designated person shall
each keep a copy of the Operations Book and of the Master’s Standing
Orders (if the later have not been incorporated into the Operations Book).
The Operator’s Book and Standing Orders (if any) shall be produced on
demand to a surveyor of ships.
Introduction
Shipboard Organisation
Shipboard Operations: General
Shipboard Operations: In Port
Preparing for Sea
Shipboard Operations: At Sea
Emergencies and Contingencies
ODME
ODME equipment is required by all ships over 400 gross but less than 10,000.
These ships must have an oil filtering equipment capable of filtering to 15ppm
(no alarm and auto shut off required).
Ships greater than 10,000 tons require an alarm and automatic shut off in
excess to 15ppm filtration.
MGN 108 – Hull stress monitoring systems (IMO and MCA recommend its
installation).
Definitions
Para. 6.3. “The company should establish procedures to ensure that new
personnel and personnel transferred to new assignments related to safety and
protection of the environment are given proper familiarisation with their duties.
Instructions which are essential to be provided prior to sailing should be
identified, documented and given.”
10. Certificates of Class and others, what are the differences, are they
necessary, do hey all need to be valid on sailing and why? Port State
and Flag State, differences?
HOWARD
11. Engine room watch set up, factors to be considered when setting up.
“The company should clearly define and document the master’s responsibility
with regard to:
The company should establish in the SMS that the master has an overriding
authority and the responsibility to make decisions with respect to safety and
pollution prevention”.
DPA
“To ensure the safe operation of each ship and to provide a link between the
company and those on board, every company, as appropriate, should
designate a person or persons ashore having direct access to the highest
level of management.”
13. Master on coaster, repairs need to be carried out to part of the vessel,
superintendent says wait until dry dock next year. You disagree, what do
you do about it?
ASK LECTURER
14. ECDIS + RCDS charts, differences between them and can they be used
to replace paper charts.
a) ECDIS using ENC mode will have no chart boundaries, RCDS is a chart
based system similar to a portfolio of charts.
b) Raster Navigational Chart (RNC) data, itself will not trigger automatic
alarms (e.g. anti grounding) however sometimes alarms can be generated
by the RCDS from user–inserted information. These can include:
Clearing lines
Ship safety contour lines
Isolated dangers
Danger areas
It is used to calculate port dues, light dues, canal dues, apply legislation.
Preferably use 3cm radar (x band) short range. Short/medium pulse gives
less range discrimination. Preferably do not use ARPA mode. Use ATA
mode. Correctly set up.
Candidate: Colm O’Shaughnessy
Examiner: Capt. Roberts
Date: 17th May 2001
Pass
1. Hours of work regulations, how would I ensure the crew were getting
enough rest? He asked what were the minimum rest periods.
Comply with
3. Ship handling, he gave me a ship and wanted to hear how I would turn
her short round and put her alongside stbd side to in a strong on shore
wing with a moderate tide running. Also said I was to allow for getting off
the berth again, i.e. use the offshore anchor. He said no tugs are
available for MCA exams. He wanted me to talk him through each stage.
He wanted to know what I would do before anchoring to ensure the safety
of the troops forward.
Done orally.
The HSSC is the harmonisation of the surveys for the renewal of all SOLAS,
MARPOLS and Load Line convention including certificates issued under IGC
and IBC Codes and the BCH Code for older chemical tankers.
The main benefits are that a ship will not have to go out of service for surveys
to meet requirements of one convention shortly after having done another
convention.
Initial survey.
Periodic survey.
Renewal survey.
Intermediate survey.
Annual survey.
Additional survey.
5. STCW certificates for the crew. What they need etc. Training done on
board.
STCW 95 Reg. A-II/4 and MGN 97 – Training and Certification Guidance Part
10.
MS (Hatches and Lifting Plant) Regulation 1988 SI 1639 COSWP Ch.21 and
Ch. 7
Ensure that any lifting plant is of good design, of sound construction and
material, of adequate strength for the purpose for which it is to be used,
free from patent defect, properly installed or assembled and properly
maintained.
Ensure that lifting plant is not used other than in a safe and proper
manner.
Ensure that except for the purpose of carrying out a test, the lifting plant is
not loaded in excess of its safe working load.
Ensure that no lifting plant is used
i. After manufacture or installation, or
ii. After any repair of modification which is likely to alter the safe working
load or affect the lifting plant’s strength or stability,
without first being suitably tested by a competent person (after 1 January
1993 ensure that a lifting appliance is not used unless it has been suitably
tested by a competent person within the preceeding 5 years).
Ensure that any lifting plant is not used unless it has been thoroughly
examined by a competent person
i. At least once in the preceeding 12 month period, and
ii. Following a test as above.
Ensure that a certificate of report in a form approved by the Secretary of
State is obtained within 28 days following any test or examination and is
kept in a safe place on board ship for a period of at least 2 years from
receipt of the certificate or report of the next following test or examination.
Ensure that each lifting appliance is clearly and legibly marked with its
safe working load and a means of identification.
Ensure that any crane that is carried on the ship and whose safe working
load varies with its operating radius is fitted with an accurate indicator,
clearly visible to the driver, showing the radius of the load lifting
attachment at any time and the SWL corresponding to the radius.
Ensure that each item of lifting gear is clearly and legibly marked with its
SWL and a means of identification.
Ensure that each item of lifting gear which weighs a significant proportion
of the SWL of any lifting appliance with which it is intended to be used is,
an addition to its SWL, clearly marked with its weight.
Ensure that a hatch covering is not used unless it can be removed and
replaced, whether manually or with mechanical power, without
endangering any person.
Ensure that information showing the correct placement position is clearly
marked, except in so far as hatch covering are interchangeable or
incapable of being incorrectly replaced.
Ensure that a hatch is not used unless the hatch covering has been
completely removed, or if not completely removed, is properly secured.
Certificates are kept in a register of lifting appliances and items of loose gear
based on the model recommended by ILO. This should contain certificates of:
MIN 83 (M+F) Lifting equipment: Risk of accident from improper repairs to and
lack of maintenance of cargo or pulley blocks
This note:
7. Constraints of an ARPA.
9. Rig a HRU.
A receipt of good
A document of title (not always)
Good evidence of a contract
A receipt of freight (not always)
List of CRS accepting AMVER is found in AMVER Booklet and M. 1551 ALRS
Vol. 6.
AMVER Reports
13. Dangerous goods – load them on a Ro/Ro ferry, wanted to know about
where you can load them and the fire fighting requirements. Dangerous
goods declaration – information on it etc. IMDG Code etc. Emergency
schedules.
The document for carriage of dangerous goods is issued once the vessel has
complied with Reg. 54 Ch. II-2 of SOLAS (Special requirement for ships
carrying dangerous goods).
The requirements vary with different classes of cargo but all special
requirements are as follows:
i. Water supplies
Immediate availability of water
Capability of 4 hoses in the compartment where goods are carried
Means of affectively cooling the under deck cargo space (water or
other media)
ii. Sources of ignition
All electrical equipment must be gas tight and certified.
iii. Detection system required
Ro/Ro cargo spaces – fixed fire detection and fire alarm system only
Any other space – as above or a sample extraction smoke detection
system
iv. Ventilation
Close cargo spaces 6 air changes/hr
Gas tight fans
v. Bilge pumping
If flammable or toxic liquids are to be carried in enclosed cargo
spaces; suitable bilge pumping should be provided
vi. Personnel protection
4 full chemical suits in addition to firemen’s outfits
At least 2 additional self-contained breathing apparatus in excess to
those required
vii. Portable fire extinguishers
At least an additional 12Kg of dry powder or equivalent in the space.
viii. Insulation of machinery space bounding
An “A-60” division between cargo and machinery spaces unless cargo
is being carried more that 3m horizontally from machinery space.
ix. Water spray system
Open Ro/Ro spaces having deck above it shall have a water spray
system and adequate bilge pumping arrangement to cope with
A separation between open and closed Ro/Ro spaces and between
weather decks and closed Ro/Ro spaces to minimise passage of
dangerous vapours and liquids
Shipper
Transport document No.
No. of pages
Shipper’s ref.
Freight forwarder’s ref.
Consignee
Carrier
Shipper’s declaration
Type of craft
Additional handling information
Vessel and date
Port/place of loading
Port of discharge
Destination
Shipping marks, No. and kind of packages, gross mass, net mass, volume
Identification No.
Seal No.
Size and type of container
Tare mass
Total gross mass, packing declaration
Name of company
Receiving organisation receipt
Name of company of shipper
Signatures, names and dates
“Done orally”
Maritime incidents and disasters are very seldom. The result of a single event
error chains occur due to the following points.
Ambiguity
Distraction
Inadequacy and confusion
Communication breakdown
Improper conn or lookout
Non compliance with plan
Procedural violation
15. QE2 going to dry dock after a grounding. Wanted to know what I would
do if the ship had to enter the dock trimmed slightly by the head?
LECTURER
16. Compass errors. You are joining a ship that has been laid up for a while,
what I would look for with regards to the magnetic compass. What I
would find on the back of a deviation card.
Systems
Boarding cards
clicker
19. What training do we carry out to ensure crew are capable of dealing with
passengers.
Familiarisation training
Communication
Masters, chief mates, chief engineer officers, second engineer officers and
any persons having responsibility for the safety of passengers in emergency
situations shall:
All passenger ships on international voyages should have it. Items under
PSSC
Function
3 (for Eric).
Done.
2. ISM in last company what was it and how did it work? Joining my last
vessel as mate what duties would the mate have and what planned
maintenance would be carried out on board?
Done.
COSWP Ch. 7
MS (Hatches and lifting plant) Regs. 1988 SI 1639
Person over 18 years
Have practical and theoretical knowledge about the lifting plant.
5. Helicopter ditches in the North Sea, near my vessel, actions preparing the
vessel and information from IAMSAR.
CHECK IAMSAR
6. First aid for the survivors from the helicopter, where would you get
information to treat them from.
Weather routing
Lashings and general securing (Westerly swell and current)
Position fixing equipment (ice on shoreline radar problems)
On our vessel the vessel’s emergency response team was the damage
control party. This consisted of:
Chief officer
2nd engineer
Bosun
2 Abs
1 E/Rating
10. Proceed to dry dock – P force small trim and why?
As above
12. Where was the fire main attached on the last vessel during dry dock.
As above
As above
I would check the Fairplay Port Guide, for any special requirement for the port
of Glasgow.
19. Passage to the Caribbean, TRS, you are in the dangerous semi-circle.
See previous
20. Is shore based routeing compulsory for the master to follow and who
provides this service?
Prevention
Stowaway search
Vigilance by both ship and shore security
Cargo checks
X-ray machines (shore).
Done.
Demonstrate.
Done.
25. Talked about the document of compliance for the carriage of this aboard
a ferry and the available zones for loading this cargo.
Done.
26. EMS, safety data sheets, MFAG contents and what information is in each
of them.
Done.
Done.
Done.
Demonstrate.
Candidate: Glenn Burley
Examiner: Capt. Roberts
Friday 11th May 2001 (1330)
1hr 30 mins
Pass
1. ISM (extensive)
Done.
Done.
3. Methods of training the crew, from AB to Mate and from boat handling to
avoiding death and injury (3rd world).
Training crew
SOLAS recommendations
Safety talks
Safety videos
Drills
Familiarisations
Recommendations in STCW 95
ISM Manuals
4. IMDG, MSDS.
Done
Done.
7. Passage Planning
Done.
Done
ASK LECTURER
10. Hazards to boat in the event of massive sub-sea gas leak not including
fire (no buoyancy, thrust steering…..boat sinks etc.)
Done.
Done.