Chief Mates Orals

Questions and Answers

Q/// You are joining a new vessel, what would you check?
A/// First impressions on the overall condition of the vessel may give an
indication of the vessels current standards and management. Are the moorings
slack? Is the gangway safe? Does the ship look generally tired and neglected?

Visit the master to announce of my presence and exchange any info or

documents.

Handover with off-sider. Read handover notes. Ensure that you are fully satisfied
with all aspects of the mates position aboard a new vessel, do you have the
knowledge to safely perform the work required of you. Are there any special
cargo operations, new machinery or equipment, extra duties? Do not let the other
mate leave until you are happy to take responsibility!

What is the current status of the vessel? Check stability, is it within IMO
requirements? Cargo status, is the v/l safely loaded? Again do not take
responsibility for an unstable or unsafe vessel.

I would now set about familiarising myself with the new vessel and the voyage
ahead, I.e. what are my immediate concerns? Passage plans complete and any
restrictions imposed, are we loading to the right draught? FW and stores
sufficient. Drills up to date,
LSA gear and fire fighting equipment - General Arrangement Plan
Bridge equipment, cargo equipment.

Q/// What would you do if this new vessel is overloaded, unstable and
or unseaworthy.
A/// If you have unfortunately taken over an unsafe vessel you would need to
inform the master immediately of your findings. Re-calculate all stability and
sound all tanks. Suspend cargo operations. Deal with the matter accordingly. If
the situation is critical then a report to AMSA should be made.

Q/// What are the Chief Officers duties and responsibilities?

A///
-Stability and stress calculations for the intended voyage. Considering fuel
& FW consumption as well as constraints for the intended
voyage, ie weather, seasonal zones and underkeel clearance.
-Cargo work, loading/discharging and ballasting plans, safe stowage and
securing, care of cargo throughout the voyage, ie coal. (Open
vents when moving from hot to cold)
-Monitoring and ordering FW.
 -Maintaining LSA and Fire Fighting Appliances.
-Maintaining cargo handling equipment in accordance with MO32.
-Organise statutory drills under MO29/MO25.
-Maintain the official deck logbook.
-Keeping a nav watch.
-Ensure watertight integrity of vessel and on a larger scale the overall
condition of the vessel.
-Work with the chief engineer on the vessels planned maintenance
schedule.
-Be conversant with the SMS and emergency response procedures.
-In the event of an emergency be prepared to take charge and fulfil the
duties of an on-scene controller.

Q/// Would you use an item of lifting equipment (e.g.shackle,strop?)

that you found in the store?
A/// I would only use an item of lifting equipment provided it was certified and
marked appropriately. A shackle will have an ID number and so will its pin, these
numbers will identify the items on their test certificates. Every piece of cargo
handling equipment must be certified and contained in the ships Materials
Handling Register.

Q/// Explain each section of the Cargo Gear Register, inspections and
their frequency?
A/// The register has four (4) parts. Part one(1) of the materials handling register
is concerned with derricks. It has a section to record 6 monthly, annual
examinations and quinquennial tests. Part two(2) is for cranes, winches, cargo
lifts and permanent attachments it has columns for 6 monthly, annual
examinations and quinquennial tests Part three (3) is for all other cargo gear,
lifting equipment (shackles, strops, hooks). It has columns across the page for 6
monthly, annual examinations and quinquennial tests. Part(4) Test and
examination of materials handling equipment after repair, including heat
treatment.

Q/// Lifeboat fall gives way, boat damaged. What do you do?
A/// Firstly I would report such an incident to AMSA within 4 hours and follow this
up with a written incident report within 72 hours. Without a lifeboat the ship would
be in breach of its class (Cargo ship safety equipment certificate) if it were to put
to sea. It would be necessary to repair the lifeboat prior to sailing. Alternately an
AMSA surveyor way visit the vessel and issue an temporary exemption from
carrying the lifeboat, allowing time to have it repaired. In a situation such as this
the vessel would likely carry additional liferafts and have a set time-frame for the
exemption. Section 6 of MO 25 states that the Chief Marine Surveyor may issue
an exemption.
Q/// How often must lifeboat falls be end for ended?
A/// Every 30 months as per SOLAS chapter 3 and MO 25. You end for end an
endless fall by severing it in the middle, end for ending each section and joining
again in the middle with a hard eye. Renew every 5 years.

Q/// Who is the person in charge of loading/unloading? How does

the ship know who is in charge?
A/// The chief officer is in charge of loading unloading and ballast operations.
Clear written instructions and a verbal handover would be given to a junior officer
to enable them to perform a safe cargo watch. A new officer would need to be
fully inducted, trained and possibly endorsed before being sole person in charge
of a cargo watch. STCW 95 states that hours of watch keeping must be posted in
a visible area,

Q/// What would you look for on the bridge of a new ship?
A/// I would familiarise myself any new equipment, radars(incl blind-sectors),
GPS, Autopilot etc. Most importantly I would focus on the safety aspects, where
is the general alarm, emergency stops, what is the procedure for emergency
steering, fire pump starts. What are the vessels manoeuvring characteristics,
bridge visibility diagram and any blind-spots.

Q/// How do you prepare holds for loading?

A/// The holds should be inspected prior to loading, you should also check the
sounding pipes, bilge lines, and electrical fittings, i.e. frayed wires on lights may
provide an ignition source. Bilges should be secured to prevent the entry of
cargo, often hessian is placed over the opening. Remember that many bulk
cargoes can be dusty and the AC should be put onto re-circulation or intakes
screened. Check the watertight integrity of the holds and their method of
securing.

Q/// How do you ascertain if a vessel is safe to proceed to sea?

A/// Manning and certification. Check that stability is adequate and within IMO
criteria. Cargo is correctly stowed and secured. All watertight openings are
closed and the deck is secured for sea. LSA and FFE are 100% operational. All
machinery and navigational equipment is fully operational and departure checks
have been completed by both ER and Bridge.
Definition of Seaworthy - A ship shall not be deemed to be seaworthy unless it is
in a fit state as to the condition of the hull & equipment, boilers & machinery,
stowage of ballast or cargo, number & qualifications of crew and in every other
respect, to encounter the ordinary perils of the voyage then entered upon, and it
is not overloaded.
Q/// What does a loadline survey entail?
A/// The loadline convention is in place so that vessels have an agreed minimum
freeboard and reserve buoyancy. Below the freeboard deck the vessel should be
watertight and above it should be weathertight. The condition of assignment is a
set of rules on the design and strength of fittings such as vents, hatches, height
of railings, sounding pipes, doors and access openings. A loadline survey will be
carried out to check - validity of the cert, watertight integrity(non-return discharge
v/vs, openings in hull - cargo doors, thrusters.), condition of hull, freeboard
draught and loadline marks, stability info, modifications to the vessel.

Q/// When would you be given a condition of class?

A/// (!Not the same as condition of assignment above!) An exemption from a
Safety Authority or Classification society(?). If the vessel is damaged, say the
anchor pierces the bow (Got asked this), then you would have the damage
surveyed. If it is considered safe for the vessel to sail before rectifying the
problem then she may be issued with a condition of class, this will last for a
duration deemed necessary to repair the vessel.

Q/// There is an accident on board involving faulty equipment and

someone is injured, what course of action do you take?
A/// I would report such an incident to AMSA within 4 hours, followed up by a full
report within 72 hours. An incident report form would be completed and sent to
relevant parties, namely the company but perhaps the rig/platform. The faulty
equipment should be decommissioned until the defect can be identified and
rectified.

Q/// Your vessel is due for a dry-docking, what preparations will you
make?
A/// Obtain the necessary information from the docking yard, their capabilities
and facilities, supply of water & power. In preparation for the work to be
undertaken two docking specs would need to be drawn up, one for the dockyard
work and one for the ships jobs. These specs include but are not limited to :-
V/Ls particulars
List of certificates to be renewed
Work to be undertaken
Critical jobs and cautions to be taken
Full instructions accompanied with detailed drawings
List of parts required and any special tools or equipment
Ships plans indicating tanks and bottom plugs - Shell plate
expansion drawing.
Vessels condition entering dock - tanks in use, stability
Position for blocks - considering echo sounded, bilge keels
and any protruding logs. (Place either side of Duct keel)
Stability calculations must be completed taking into consideration the critical
period, required trim and draught. All FSE should be removed if possible and any
loose weights secured.
Prior to entering the vessel should be fully prepared for the work about to take
place, docks aren't cheap and the vessel should be ready to commence work
immediately. Manhole covers could be removed, tanks ventilated and/or gas free,
equipment dismantled, wires greased and equipment such as liferafts covered to
prevent paint overspray. The vessel should be secured and all valuables and
LSA gear locked away.

Q/// What happens as the dock is emptied and the vessel begins
resting on the blocks?
A/// The time when the vessel first lands on the blocks until it is fully supported is
considered a critical period. As the vessel rests on the blocks an upward force is
generated similar to that of buoyancy. This upward force will effectively reduce
the metacentric height. If the vessel does not have sufficient positive metacentric
height then a situation of unstable equilibrium may occur.

Docking P = MCTC x Trim (Where P is the upthrust in tonnes)

L (Where L is dist of LCF from aft in
metres)

Q/// What are your priorities once in dock?

A///
Immediately sound all tanks
Shut down machinery and isolate as necessary, close off discharge valves.
Secure the safety of the vessel - Safe access, fire fighting provisions,
emergency comms
Supervise the removal of all bottom plugs, label and personally store in a
secure location
Arrange power, FW, sewage, stores and equipment
Monitor work being done. Work with the dock foreman.
Attend morning meetings.
Assist surveyors
Arrange ships crew.

Prior to leaving dock

Replace all plugs in their original positions, vacuum test
Inspect any other openings in the hull, echo sounder or logs for example
Make sure the draft marks and loadline have been clearly painted
Final inspection of the vessel and dock floor for hazards or tools
Close all tanks and secure the vessel in a seaworthy condition
Sound tanks and calculate departure stability, ideally should be same as
arrival, no FSE
Ensure all bridge gear operational if possible.
 All connections to the shore removed, pipes, cabling, gangway
Commence flooding dock and log all times.

Q/// Draw a GZ curve. What information can you retrieve from this
curve?
A/// A GZ curve is a curve of the righting lever plotted against angles of heel.
From this curve we can determine:-
The range of stability - eg 0-70 degrees
Angle of vanishing stability - where GZ equals zero
Maximum GZ - Top of the curve
Initial metacentric height - Draw a line tangential to the start of the
curve to 57.3 degrees
Angle of deck edge immersion - Where the curve returns to convex

Q/// What are the KN curves used for?

A/// A KN curve is the same as a GZ curve accept that it is for an assumed KG
of zero. The KN is the righting lever at the keel. The value of KN is obtained from
the curve at the displacement concerned. The correct righting lever is then
calculated by subtracting KGxSin heel from the KN.

Q/// What is the angle of down flooding and how do you find it?
A/// Lowest angle at which a weather tight opening will become submerged.
This angle can be found in the stability book and is not something that you would
calculate.

Q/// What are the IMO Stability criteria?

A/// The area underneath the GZ curve shall not be less than:
1/ 3.15m/degrees up to an angle of 30 degrees
2/ 5.16m/degrees up to an angle of 40 degrees or the angle of down
flooding.
3/ 1.72m/degrees between the angles of heel of 30-40 or the angle of
down flooding.
4/ Minimum righting lever (GZ) shall be at least 0.20m at 30
degrees.
5/ Maximum righting lever (GZ) shall occur at an angle of heel of
not less than 25 and preferably greater than 30.
6/ Initial metacentric height shall not be less than 0.15m corrected
for FSE. If carrying timber not less than 0.05m. Grain 0.30m.
Q/// What is an angle of loll, discuss and draw a diagram. How do you
safely remove an angle of loll?
A/// An angle of loll occurs when a vessel has a negative initial metacentric
height. This negative GM will cause the vessel to be unstable and heel, as the
vessel heels the centre of buoyancy will move out to a position vertically
underneath G, the angle at which this occurs is called the angle of loll. The angle
of loll is where the GZ or righting lever will become zero. This condition is
considered critical and should be corrected immediately. To correct an angle of
loll it is necessary to lower the centre of gravity of the vessel to reach a positive
GM. This can be done by topping up slack tanks to remove FSE which will cause
a virtual rise in GM. Lower weights in the vessel. Fill DB tanks on the low side
first, note this will initially increase the list but will prevent the vessel from flopping
over to the other side and capsizing.

Q/// V/L is in port with a dockwater density of 1005, current draft is

6.75m and the summer draft 6.85m. FWA 62.5mm and TPC 15t. How
much more cargo can the vessel load?
A/// See formulas at the end of document
DWA = 50.0mm
Therefore the vessel can be loaded to a draft of 6.90m in the current density of
water so as to return to her summer marks in SW.
This would be 15cm of further loading at 15 tonnes per/cm
=225t

Q/// What is the purpose of the different loadline zones and their
relation to your load marks? Where do you find these zones?
A/// Changes in the relative density of water will cause the ship to sink or float to
different draughts. E.g. a ship loaded down to her FW marks will rise to her
Summer marks when she enters saltwater. The loadlines reflect this change in
draught. The different zones are calculated based on weather conditions,
likelihood of encountering ice and FW. These zones can be found in the Mariners
Handbook, Ocean Passages for the World or chart D6083.

Q/// Can you load a piece of farm machinery on top of number 3

hatch?
A/// I would first consult the Cargo securing manual to determine if the hatch is
rated for such weights and stresses. Are there adequate securing points on the
hatch for such an object. Consider using dunnage to spread the load and prevent
it from sliding. Sum of all the minimum breaking loads on the lashings must not
be less than twice the static weight of the object.
Q/// Cargo securing manual, what is it? What does it hold? Where is it
mentioned and is it required?
A/// Annex 2 of SOLAS states certificates and documents required to be carried
on-board all ships. A cargo securing manual is required by all vessels other than
those carrying bulk solid or liquid cargoes. This manual should detail methods for
securing cargo specific to your vessel. (MO 32 also requires)

Q/// What is the harmonised system of survey?

A/// The HSSC Protocol introduces a new harmonized system of surveys and
certification (HSSC) to harmonize with two other Conventions, Load Lines and
MARPOL 73/78. The aim is to alleviate problems caused by the fact that as
requirements in the three instruments vary, ships may be obliged to go into
dry-dock for a survey required by one convention shortly after being surveyed in
connection with another.
By enabling the required surveys to be carried out at the same time, the system
is intended to reduce costs for shipowners and administrations alike.
This Protocol is contained in annex 1 of SOLAS.

Q/// What certificates must every vessel carry? Who surveys these
certificates? What makes these certificates necessary? Difference
between statutory and trading certificates?
A///
A- Amsa L-Lloyds S-Solas C-Convention M-MARPOL
Statutory Certificates
SL--Cargo ship safety construction certificate
SA--Cargo ship safety equipment certificate
SA--Cargo ship safety radio certificate
SA--Certificate of survey as a cargo ship
S--Intact stability book
C--International Tonnage certificate
LC--International Loadline certificate
SA--Minimum Safe Manning certificate
C--Certificates of competency (Officers, engineers, crew)
M--Oil pollution book
M--SOPEP manual
M--IOPP certificate (tankers)
Trading Certificates
A--Certificate of Registry
L--Certificate of class
(Not compulsory but shows that the vessel is in class:- I.E. it meets a certain standard, This is
where you have the maltess cross followed by letters and numbers such as this +100 A1 LMC
UMS IWS. Where 100 means suitable for seagoing, A1 is the class, LMC Lloyds Machinery
Certificate, UMS Unmanned Machinery Space, IWS In Water Survey.
 --Compass deviation card and error book
--Certificate of Compass adjustment
A--De-ratting certificate or exemption certificate.
A--DOC (ISM document of compliance)
A--SMC (ISM Safety management certificate)
SA--Cargo ship safety certificate
S--Passenger ship safety certificate & record of equipment
--Document of compliance with special requirements for carrying
dangerous goods
--Document of authorization for the carriage of grain
--Dangerous goods manifest
L--Certificate of fitness for the carriage of liquid gases in bulk
L--International certificate of fitness for the carriage of liquid gases in bulk
--Noise survey report
--Certificate of insurance (P&I Certificate)
--Highspeed craft certificate
Offshore
--Offshore supply vessel fitness
--Diving system safety certificate
--Mobile offshore drilling unit safety certificate.
--Dynamic supported craft construction & equipment
--Dynamic support craft permit to operate
In addition to certificates the vessel must carry a number of other documents
such as
--SMS (shipboard operations manuals(ISM))
--Garbage record book
--Garbage management plan
--Cargo securing manual
--Chemists Certificate (MO10 medicines)
--Loadicator calibration certificate
--Tank calibration certificate
These certificates and documents are almost all required as part of SOLAS.
The Initial survey covers everything to ensure that the ship meets requirements
under the Solas, Nav Act and MO, as required or endorsed.
No certificate to be extended generally longer than 3 months (Loadline 5month?)
Planned Maintainence Systems on board vessels are part of maintaining class.
MO 31 - Survey and certification - has some blank certificates and applications in
the appendix.

Q/// What is a convention? Name the major ones and their purpose?
A/// The IMO will hold a conference on a particular subject, the result of this
meeting is a convention. Conventions must be ratified by a stipulated number of
countries before coming into force. For a country to ratify something it must be
adopted into the countries legislation, in our case MO give force to codes and
conventions.
 --COLREGS
--Loadline
--SOLAS
--MARPOL
--Tonnage
--STCW95
Exactly as it sounds, it sets out Standards for Training,
Certification & Watchkeeping.
--SAR
--Safe Containers
--Facilitation of maritime traffic
--OPRC, oil pollution preparedness, response and co-operation
--Special trade passenger ships
--Salvage
--Suppression of unlawful acts against safety of maritime navigation, SUA

Q/// Are offshore vessels subject to any special requirements?

A/// MO47 Offshore industry mobile units and MO59 Offshore support vessel
operations . There are also a number of codes which apply to the industry. Code
of safety for Dynamically supported craft. Australian Offshore support vessel
code of Safe working practices.

Q/// Discuss the different codes?

A///
--ISM Code
--IMDG Code
--GC (liquefied gas in bulk)
--IGC (safe carriage of Grain)
--Grain Code
--BC (Safe practice for solid bulk cargoes)
--BLU(Safe loading and unloading of bulk cargoes)
--BCH(Code for construction and equipment of ships carrying dangerous
chemicals) + IBC(international)
--LSA Code
--HSC(High speed craft code)
--CSS(safe practice for cargo stowage and securing)
--IMO code of safe practice for the carriage of deck cargo
--International code of signals
--INF(carriage of nuclear fuels)
--Code of Intact Stability
--Code of Safe Working Practices.
--Timber deck Cargo Code
Q/// Find information on a product in the IMDG code?
A/// The IMDG code provides information designed to assist in the compliance
with the requirements of SOLAS Chapter 7 "Carriage of Dangerous Goods by
Sea" and MARPOL annex 3 "Prevention of pollution by Harmful Substances
carried by sea in a packaged form"
The supplement includes texts of the IMO/ILO/UN ECE Guidelines for Packing of
Cargo Transport Units, Recommendations on the Safe Use of Pesticides in
ships, Reporting procedures, MFAG.
Every dangerous good has an EmS number for quick reference, it will also have
a UN number. The first digit of the EmS number will be the class which the
product belongs e.g. Formic acid 8.05 is class 8 - corrosives.

Q/// What makes IMDG code law in Australia?

A/// MO 41 - Carriage of Dangerous goods. See extract below.
7 Requirements for dangerous goods and their packing, stowing and
carriage6
For the purposes of sub-section 253A(2) of the Navigation Act 1912,7 the requirements
with which dangerous goods and the packing, stowing and carriage of such goods must
comply, are:
(a) the provisions of Parts A and D of Chapter VII of SOLAS;
(b) the provisions of the IMDG Code expressed by that Code to be mandatory;
(c) the IMDG Code as interpreted, amplified or supplemented by the Appendix to
this Part; and
(d) for goods to which the INF Code applies, that Code.8

Q/// Are Australian standards law? Is the Nav Act 1912 law? Are
Marine Orders Law?
A/// Australian standards are guidelines and recommendations only. The Nav
Act is a Commonwealth law. Marine Orders are made law through the Nav Act,
the reason for this is that changes to the Nav Act must pass through parliament.
This can be a lenghty process, but Marine Orders are regularly amended without
the need to pass through parliament.

Q/// What can you tell me about MO 32 ? What forms would you find
in the appendix?
A/// MO 32 . Incident report form, Test certificates for wire rope, personnel
cradles, lifting equipment and cranes.
32/5 Incident alert form - 4 hours
32/6 Incident report - 72 hours

Q/// What can you tell me about MO 41 & the forms used?
A/// MO 41 - Carriage of Dangerous goods reinforces the requirements to
comply with SOLAS, the IMDG Code and the "IMO/ILO/UN ECE
Guidelines for Packing of Cargo Transport Units". Every ship carrying DG's shall
have a dangerous goods manifest at least 24hours prior to loading. It mentions
the need to report any incident involving DG's immediately to the surveyor in
charge. A suitable form to assist in reporting the incident (known as AMSA Form
18) can be downloaded from the AMSA Website. The port authority may also
require to be notified.
See relevant extracts from MO41 below.
9.2 Responsibility of person in charge
If dangerous goods are on board ship, or are to be loaded into or onto a ship, or
unloaded from a ship, the person in charge must ensure a safe system of work for
persons engaged in loading or unloading of cargo. In particular, the person in charge
must ensure that:
(a) adequate warning of the risks are given to persons engaged in loading or unloading
of cargo and that they are advised of suitable precautions to be taken;
(b) any incident involving dangerous goods, including leakage and spillage of goods
that are or might be dangerous goods, occurring during loading or unloading onto a
ship, or prior to loading onto a ship, is reported as soon as possible to the surveyor .
(c) dangerous goods showing evidence of damaged packagings are not handled without
permission of the surveyor-in-charge;
(d) goods that are, or might be, dangerous goods that are leaking or spilling are not
handled without permission of the surveyor-in-charge; and
(e) radio transmitters are not operated
8.1.1 Section 255 of the Navigation Act 1912 requires that, before any dangerous goods
are shipped in any ship, the shipper thereof must give notice of intention to ship the
goods in the manner and to the person prescribed.(Namely the consolidator(packer), the
Master and if necessary the Surveyor in charge)
Appendix
7.2.3 Explosives must not be carried in a tanker except with the approval of the Chief
Marine Surveyor, such approval being subject to such conditions as the Chief Marine
Surveyor may consider necessary.
7.4 Hazardous waste materials
All export shipments of hazardous waste materials must comply with the provisions of
this Part. A copy of the waste movement document as required by 7.8.3.2 of the IMDG
Code and provided by Department of Environment & Heritage must be attached to the
Multimodal Dangerous Goods Form.
8 Stowage of flammable gases or liquids below deck
A ship will not be permitted to load or carry flammable liquids of packaging group I or II
or flammable gases (whether by main or subsidiary risk) in an underdeck space unless the
Document of Compliance required by SOLAS Chapter II-2 permits such carriage.
If no Document of Compliance is carried, flammable gases or liquids will only be
permitted to be loaded in a specified underdeck space when authorised by the flag
Administration, having regard to the precautions listed in 8.2 to 8.4.

Q/// What are the procedures if a fire alarm goes off? How do you
account for all visitors?
A/// All visitors should be fully inducted and signed in on the ISPS visitors log. I
the event of a fire this log would be taken to the muster point to account for all
visitors. On many of my previous vessels visitors are actually instructed to muster
on the wharf at the gangway until they are accounted for and dismissed.

Q/// What is ISPS? How has it been brought into force?

A/// The International Code for the Security of Ships and of Port Facilities is
contained in SOLAS chapter XI-2. The Code has been developed because of the
need for higher levels of security largely due to the increase in terrorist threats
worldwide.
Chapter XI-2 - Special measures to enhance maritime security
The Chapter was adopted in December 2002 and entered into force on 1 July 2004. Regulation
XI-2/3 of the new chapter enshrines the International Ship and Port Facilities Security Code
(ISPS Code). Part A of the Code is mandatory and part B contains guidance as to how best to
comply with the mandatory requirements. The regulation requires Administrations to set
security levels and ensure the provision of security level information to ships entitled to fly
their flag. Prior to entering a port, or whilst in a port, within the territory of a Contracting
Government, a ship shall comply with the requirements for the security level set by that
Contracting Government, if that security level is higher than the security level set by the
Administration for that ship.
Regulation XI-2/4 confirms the role of the Master in exercising his professional judgement
over decisions necessary to maintain the security of the ship. It says he shall not be
constrained by the Company, the charterer or any other person in this respect. Regulation
XI-2/4 confirms the role of the Master in exercising his professional judgement over decisions
necessary to maintain the security of the ship. It says he shall not be constrained by the
Company, the charterer or any other person in this respect.
Regulation XI-2/5 requires all ships to be provided with a ship security alert system, according
to a strict timetable that will see most vessels fitted by 2004 and the remainder by 2006.
When activated the ship security alert system shall initiate and transmit a ship-to-shore
security alert to a competent authority designated by the Administration, identifying the ship,
its location and indicating that the security of the ship is under threat or it has been
compromised. The system will not raise any alarm on-board the ship. The ship security alert
system shall be capable of being activated from the navigation bridge and in at least one other
location.

Q/// What is a security level 2?

A/// The ISPS code has three security levels. Level 1 is the normal operational
level. Level 2 is when there is need for additional security measures. The
changes in ship board security due to a level 2 will be outlined in the ship security
plan. I understand that a security level 3 would indicate that there is potential or
direct threat to the port or vessel.

Q/// What are the duties of a Ship Security Officer?

A/// A ship security officer is the person responsible for the security of the vessel,
this includes implementation and maintenance of the ship security plan and
liasing with the company security officer and port facility security officers.
Q/// How do you rig a pilot ladder? Where can you find the
dimensions and requirements? Who should Supervise?
A/// The pilot ladder should be rigged well before the pilot arrives, in the position
and manner requested by the pilot. It shall be rigged as per SOLAS and MO21
Equipment Miscellaneous and safety measures requirements and shall be
supervised by a responsible officer? A diagram can also be found in the bridge
procedures guide and the Mariners Handbook. Solas Chapter 5 , AS 2933-1987,
IMO Resolution A889.

Q/// Tell me about cyclones? Draw a TC indicating expected path and

the dangerous and navigable semi-circles.
A/// Avoid going within 80miles if possible stay 250miles away. Northern
hemisphere it will move in a WNW direction, turns anti-clockwise, dangerous
semi-circle is the north side, veering wind is dangerous. Put the wind on the
starboard bow to navigate from the dangerous semi-circle, then once steady or
backing place the wind on the starboard quarter.
In the Southern hemisphere it will move in a WSW direction, turns clockwise,
dangerous semi-circle is the south side, backing wind is bad. Put the wind on the
port bow to navigate from the dangerous semi-circle, then once steady or veering
place the wind on the port quarter.

Q/// Can a department of transport make their own rules, or do

COLREGs always apply?
A/// Collision Regulations apply worldwide however special rules may be
enforced by individual countries. Apparently the QLD Department of transport
has made special rules for the City Cats (Fast ferries) in the Brisbane river. Part
A - Rule 1 section(b) of the COLREGS: Nothing in these rules shall interfere with
the operation of special rules made by an appropriate authority for roadsteads,
harbours, rivers, lakes or inland waterways connected with the high seas and
navigable by seagoing vessels. Such special rules shall conform as closely as
possible to these rules.

Q/// You are on a Ro-Ro and a forklift driver puts a hole in the vessels
side beneath the water line, what do you do? Discuss free surface
effect.
A/// If possible leave the Forklift in position to plug the hole otherwise perform
damage control and minimise the intact of water. Can the vessel be safely listed
or ballasted to get the holes above waterline? Re-calculate stability. Pump
Bilges, preferably into a tank as you are in port, if necessary for the safety of the
vessel you could pump overboard. Contact AMSA and Port Authority.

Q/// What is the role of port state control?

A/// Port State Control is AMSAs responsibility in Australia. As the Statutory
Authority AMSA will conduct port state inspections, to enforce regulations and
validate certificates. A port state inspection can basically cover anything,
certificates, qualifications, SMS, LSA, FFE, state of the vessel, oil record book.
Port State Control has the power to detain vessels. Classification societies can
be authorised to conduct statutory surveys and issue & endorse certificates but it
is up to the flag state to enforce it.
Q/// Discuss the ISM code, what is its purpose?
A/// ISM means the "international management code for the safe operation of
ships and for pollution prevention". The object of the code is to provide
international standards for the safety management and operation of ships and for
pollution prevention which includes, preventing human injury or loss of life,
prevention of damage to the marine environment.
DOC - Document of compliance - issued to every company which meets the
requirements of the code. A copy shall be kept aboard the vessel.
SMC - Safety Management Certificate - shall be issued to every ship which
complies with the code. It must be verified that both the company and the ship
are operating in accordance with the approved SMS.
SMS - Safety Management System - this system incorporates *Safety and
environmental policy *Instructions and procedures to ensure safe operations
(Standing orders, Charterers Instructions, Cargo Operations Manual, Hazardous
Operations Manual, Danger Tags) *Defined levels of authority and lines of
communications *Procedures for reporting accidents and non-conformities
*Procedures to prepare and respond to emergencies *Procedures for reviews
and internal audits. The contracting government, AMSA, shall periodically verify
the proper function of the SMS.
Safety management objectives of the company should be
*Provide safe practices and a safe working environment
*Establish safe guards against identifiable risks.
*Continuously improve safe management skills of personnel

(ISO 9000 series (namely 9002) focused on elements of management systems, I

believe ISM is largely derived from this series)
Chapter IX - Management for the Safe Operation of Ships
The Chapter makes mandatory the International Safety Management (ISM) Code, which
requires a safety management system to be established by the shipowner or any person
who has assumed responsibility for the ship (the "Company").

Q/// Who is a designated person? Who was your designated person.

A/// Every company shall assign a designated person. This person shall have
access to the highest levels of management and will act as a link between ship
and company.
Q/// Tell me about OH&S in the marine industry?
A/// Having a system of OH&S is a requirement of both SOLAS and ISM. In
Australia it has come into force through the Occupational Health and Safety
Maritime industrial Act 1993. The objectives of the act are:
-Secure the health, safety and welfare of maritime industry employees
-Protect people in the workplace from work related risks
-Ensure expert advice is available
-Create a cooperative relationship between operators, employees and
contractors
-Create and implement a system of reporting and statistical analysis.
Examples of OH&S in our industry are the OH&S Company Policy, Safety
meetings, work site inspections or hazard id rounds, incident report forms.
OH&S committee meetings must be held at least every 3 months at which a
safety representative from each department must be present.

Q/// Master wants you to do something you consider unsafe?

A/// Firstly Masters instructions or not I would NOT perform an unsafe act. Can
the task be completed in a different but safe manner. I would objectively raise my
concerns with the Master and attempt to reach an alternative solution.

Q/// List MARPOL annexes. Which ones have been ratified by

Australia?
A/// MARPOL is given effect in Australia by the Commonwealth Protection of
the Sea (Prevention of Pollution from Ships) Act and the Marine Orders.
Annex I - Regulations for the prevention of pollution by Oil
Any discharge of Oil is prohibited unless the conditions of this annex are meet.
States different rules for tankers but generally 15ppm and always en route.
Requirements to report and record, oil record book. Also mentions ETA
(Emergency Towing Arrangements) for tankers.
Annex II - Control of Pollution by Noxious Liquid Substances (NLS) in bulk
Applies to all ships carrying noxious liquids. Cat A - Major hazard to marine
resources or human health. Cat B - Hazard, requires special anti-pollution
measures. Cat C - Minor hazard, requires special anti-pollution measures. Cat D
- Recognisable hazard, requires some attention. Appendix 2 lists the NLS with
UN number, and % limits for discharge.
Annex III - Prevention of Pollution by Harmful Substances in Packaged
Form.
Requirements for packing, labeling & marking, documentation, stowage and
quantity limits.
Annex IV - Prevention of Pollution by Sewage from Ships
Sewage is considered to come from any domestic drain, space with animals and
of course the toilet. Less than 4nm requires an approved sewage treatment plant.
4nm and over allowed if comminute and disinfected, 12nm if not. Must be
discharged at a moderate rate not dumped and shall not produce visible floating
solids. Yuk
Annex V - Prevention of Pollution by Garbage from Ships
Plastic NO.
Annex VI - Regulations for the prevention of air pollution from ships
Need for an IAPP Certificate. Exhaust gas cleaning system may need to be used
to comply with requirements regarding emissions. Sets limits for emissions of
nitrogen oxides and content of sulphur in bunkers.
Annex VII - Harmful Aquatic Organisms in ballast water.
This is a new proposed annex. Australia already has AQIS policing this issue.

Q/// Explain the SOPEP Manual?

A/// Required by Australian Law and MARPOL every tanker over 150grt and
every other ship over 400grt must have a SOPEP manual. The manual is
designed to assist officers with the unexpected discharge of oil, to help minimise
such a discharge and migrate its effects.
The four elements of the manual are:
Procedures for reporting
List of authorities to be notified
Detailed description of actions to be taken
Procedures for co-ordinating shipboard activities with national and local
authorities.

Chief mate would assume responsibility of on scene controller, providing

direction to respond to the spill and co-ordinating with Master and C/E. Plug
scuppers, isolate ignition sources, open tanks, PPE and safety, trim list vessel,
calculate stability.

Q/// List the chapters of SOLAS giving a brief detail on each?

A///
Chapter I - General Provisions
Chapter II-1 - Construction - Subdivision and stability, machinery and electrical
installations
Chapter II-2 - Fire protection, fire detection and fire extinction
Chapter III - Life-saving appliances and arrangements
Chapter IV - Radiocommunications
Chapter V - Safety of navigation
Chapter VI - Carriage of Cargoes
Chapter VII - Carriage of dangerous goods
Chapter VIII - Nuclear ships
Chapter IX - Management for the Safe Operation of Ships
Chapter X - Safety measures for high-speed craft
Chapter XI-1 - Special measures to enhance maritime safety
Chapter XI-2 - Special measures to enhance maritime security
Chapter XII - Additional safety measures for bulk carriers Amendments:
Appendix - Annex 1 - Record of equipment
Annex 2 - Forms of attachments

Q/// List the relevant Marine Orders?

A///
12/ Construction - Subdivision, Stability, Machinery and Electrical Equipment
15/ Construction - Fire Protection, detection and extinction
16/ Loadlines
18/ Measures to enhance maritime safety
19/ Tonnage measurements
21/ Safety of navigation and emergency procedures
Ships routing, reporting, manning, bridge and nav design, charts, signals, distress, steering gear
& drills, Pilot transfer.
25/ Lifesaving equipment
29/ Emergency procedures and safety measures Canceled
30/ COLREGS
31/ Ship surveys and certification
32/ Cargo handling equipment
33/ Cargo and cargo handling -Grain
34/ Solid bulk cargoes
35/ Additional safety measures for bulk carriers
41/ Carriage of dangerous goods
Gives effect to SOLAS VII and IMDG
42/ Cargo stowage and securing
SOLAS V, VI. Code of safe practice for cargo stowage and securing.
44/ Safe containers
47/ Offshore industry mobile units
57/ Helicopter operations
58/ ISM
59/ Offshore support vessels
91/ Marine pollution prevention - Oil
92/ Powers of intervention - Noxious substances
93/ Marine pollution prevention - Noxious liquids
94/ Marine pollution prevention - Harmful substances in packaged form
95/ Marine pollution prevention - Garbage

Q/// You receive a distress what action do you take?

A/// Every vessel is bound to proceed to the aid of others in distress. Call
master, log receipt of distress message. Consult IAMSAR manual. Relay the
distress if necessary. Ready equipment to help, towing arrangements, oil spill,
fire equipment, rescue boat.

Q/// You are steaming along when your engine/s cut out. What light
and sound signals are required? Your vessel know comes to rest, will
you change these signals?
A/// NUC lights, two red, plus side-lights and a stern light whilst the vessel is still
making way. If restricted visibility then three blasts at intervals of not more than 2
minutes, namely one prolonged followed by two short.

Q/// Explain how to make a short round turn with a right-hand pitch
propeller. Berth portside to with the current astern and an onshore
wind. Unberth with the current on the bow.
A/// Right hand pitch prop will swing the bow to starboard when going astern,
therefore a turn would be made to starboard. Kick engine ahead with full stbd
rudder then midships and full astern (Short turn to port would require the use of
port anchor).
Berthing portside to with current astern and an onshore wind? I seem to think
that this is the worst possible situation and should be avoided at all costs or done
with the aid of tugs. If necessary then an offshore stbd anchor must be used and
the headline would be a high priority first line.
To unberth with the current on the bow I would single up to a headline and an aft
back-spring. Slacken the headlines and let the bow swing out, subsequently
come ahead on the engines, clear the wharf then let go.

Q/// What effect will a left-hand pitch CPP have?

A/// A left-hand pitch CPP will always turn in an anti-clockwise direction. It will
act the same as a standard prop when going ahead swinging the bow to
starboard, and when going astern it will still swing the bow to starboard. The
direction of swing will always oppose the direction of rotation on the prop. I.e.
Clockwise turning propeller, vessel swings anti-clockwise.
Q/// What do you understand as interaction?
A/// As a vessel moves it will create varying pressures in the water around it.
Namely high pressure around the bow, low around the sides and underneath the
vessel. Interaction will occur due to these differing water pressures. Squat will
occur in shallow water and the vessel will yaw when passing other vessels or the
bank on a river.
Q/// Explain Squat, why it occurs and how to reduce it.
A/// Squat is the bodily sinking of a vessel when steaming in shallow water (less
than 2x draught). Factors influencing squat are the speed of the vessel and the
depth of water. This occurs because of the low-pressure created underneath the
vessel due to the propeller drawing water through.
Q/// Explain how to perform a running moor and a standing moor.
A/// Running moor - steaming 4-5kts, drop weather anchor pay until past the
desired mooring position, slow vessel down and drop second anchor as coming
to a stop, pay out and heave on the first anchor.
Standing moor - Preferred when there is a strong tidal stream, in theory can be
done by allowing the current and windlass to do all the work. Stem tide, let go lee
anchor, drift astern, 8-9 shackles depending on depth, stop vessel and swing
away from first anchor, drop second anchor, heave on riding anchor whilst paying
out on the sleeping anchor.

Q/// How and why do you hang off an anchor?

A/// You may need to detach an anchor for mooring or to be towed. It is often
possible to hang the anchor off in the hawse pipe and pass the cable through the
fairlead. Alternatively and for a better lead, the anchor would be walked back and
hung off the ships side using an overside wire, preventer wire and a bosuns
chair. Easing wire to walk back the cable after broken.

Q/// Your vessel drags its anchor, what action do you take?
A/// Call the Master, Duty engineer and crew member or bosun. Make an all
stations call and warn other vessels and the port. Hoist the Y flag. Pay out more
cable. Use engines to reduce the strain. Drop second anchor. Go ahead on
engines and drop second anchor in an open moor fashion. Heave anchor and
find a more suitable position.
Q/// What do the Annual Notice to Mariners contain?
A/// General arrangements for search and rescue. Ausrep and Amver. Means for
attaining MSI and AusCoast warnings. Prohibited and restricted areas.
Aeronautical radio beacons and submarine beacons. AQIS form and info.
Q/// What are some considerations when loading grain?
A/// Stability criteria, angle of heel due to the shift of grain shall not be greater
than 12 degrees or the angle of deck edge immersion, GM corrected for FSE
0.30m, area between the heeling arm curve and 40 degrees or angle of down
flooding or maximum GZ whichever is least shall not be less than
0.075m/radians. It is a foodstuff and must be kept clean, dry and free of
infestations. Dust can be explosive and hazardous to health. Isolate all power
and lights to a hold before loading grain. Moisture, can cause germination,
swelling or fermentation. Angle of repose, less than 12 degrees then considered
to be a grain. Free surface effect. MO 33 (Appendix has volumetric heeling
moment calculation). Document of authorisation, if not then contact AMSA.
Grain documents usually consist of-
Document of Authorisation
Approved grain stability data/Booklet
Approved stability plan
Proposed loading plan
SF&BM calculations

72 hrs notice of intention to load grain

24 hours notice before sailing of intention to only partially discharge

Q/// What are some considerations when loading timber deck cargo?
A/// There is no MO on the carriage of timber, therefore I would consult the IMO
codes. Timber is high in volume but not weight. Must be adequately secured and
frequently tensioned throughout the voyage. Must leave access to the deck,
sounding pipes and other areas as necessary. Must have visibility from the
bridge. Reduced freeboard if loaded to the lumber lines which increase possibility
of water on deck. Water absorption 10%-15%.
Q/// What is the IMO criteria for Timber cargoes?
A/// Same as a normal vessel except that Lumber loadlines may be granted to a
vessel designed for the carriage of timber.
Q/// What percentage of water will timber absorb?
A/// 10% to 15%. Remember to consider the possibility of trapped water

Q/// Who is qualified to perform a proof test? What is a responsible

person and what is a competent person?
A/// A competent person would be considered to be a senior officer or engineer.
Competent person means a person having practical and theoretical knowledge
as well as relevant experience sufficient to detect any defects or weaknesses
that may affect the intended performance, and to carry out thorough inspections
and examinations.
A responsible person means a person who is qualified in relation to materials
handling equipment and responsible to - Manufacturer - Classification society -
Registered testing establishment. A responsible person would issue a certificate.

With regards to examinations and testing. Testing and thorough examination

must be carried out by a responsible person at intervals not exceeding 5 years.
Thorough examinations must take place by a competent person at intervals of
not more than 12 months, except where an item of equipment is under survey by
the Classification society in which case a responsible person would carry out the
annual exam.
In addition to the quinquennial and annual examinations a competent person
must carry out six monthly inspections on materials handling equipment.

Q/// Can you exceed the SWL on a crane or derrick? i.e. lift 6 tonnes
with a 5 tonne crane.
A/// Yes provided:
The SWL is not more than 50t
The equipment has been inspected by a responsible person who is satisfied
that it is fit to carry the excess load.
Written permission by the Master or owner of equipment
The prescribed person (surveyor in charge of the nearest AMSA office) has
approved the handling of such an occasional lift
The load does not exceed the proof load.
The Proof load on cranes and derricks is given as 1.25xSWL under 20t, for gear
between 20-50 then SWL+5. Over 50 SWLx1.1

If the lift involved was more than 50t then the classification society must be
contacted. Also such a lift must not endanger human life or the safety of the
vessel if any part of the equipment were to fail.

Q/// What is a gnomonic chart?

A/// Gnomonic charts have curved lines of lat and long such that any straight line
drawn on the chart will be a component of a great circle.
Q/// What information would you find in a ships stability book?
A/// Hydrostatic tables, Hydrostatic curves, cross curves, KN curves, lightship
condition, capacity plans, tables of allowable SF&BM.

Q/// Difference between a stiff ship and a tender ship? What problems
may either of these conditions cause?
A/// Large GM = large GZ = ship returns to initial position quickly = short time
period = stiff ship = uncomfortable conditions and potential for excessive strains
on cargo securings. The opposite is a tender or crank ship, in this case a vessel
will be easily inclined and will not return to the upright as quickly. Larger angles
of heel may be experienced.
Q/// How would you inspect materials handling equipment?
A/// I would inspect such equipment in accordance with MO32 and
manufacturers instructions. Also Australian standards provide guidance on
testing and marking of lifting equipment.
I would visually examine all separable (dismantle if considered necessary) and
non-separable components. The thorough examination is to access the condition
of the assembly or article for any deformation, distortion, damage, wear,
corrosion or any other defect impairing its operational reliability.
Standing wire 12 months, running wire 6 months.
Q/// How do you perform a proof test?
A/// I would refer to MO 32 appendix 5. Proof load values for different equipment
and how to apply them.
Australian Standards also give guidance on SWLs and Proof loads.
Q/// Explain union purchase? Why is the angle 120 degrees
important?
A/// At an angle of 120 degrees the weight on the wires will be in excess of the
actual weight lifted.
Q/// How often do you check LSA gear?
A/// Survival craft and launching appliances must be checked weekly and
engines run for min 3 minutes. LSA gear should be inspected monthly.
Q/// How would you maintain a lifeboat davits and wires?
A/// Similar to a crane I would do a full inspection of all parts for damage, wear or
corrosion. I would likely do this inspection with the boat in the water or the weight
off the falls so that I could check any moving parts. I would open up the fall
wire/s (using a wire clamp not a spike as this may damage the core) and inspect
the heart, making sure it is lubricated. Broken wires exceeding 5% in 10 times
the diameter then the fall would need to be replaced, if any broken wires then a
responsible person should inspect within one month. End for end falls every 30
months and renew when required or after 5 years as per MO25.
Q/// How do you take a vessel to anchor?
A/// First determine a suitable place for anchoring considering hazards, sea floor,
tides & currents, position of other vessels. One shackle is 15 fathoms or 27.4m.
Generally use the Stbd anchor in the southern hemi-sphere due to the tendancy
of the wind to back, leaving the port haswer clear. When stemming a stream you
should lay the leeward anchor. In normal conditions you would use a cable length
of about 4 times the depth of water, in bad weather 6 times.

Q/// What would you inspect on a lifeboat?

A/// Condition of all the lifting equipment and wires. Check engine, extinguisher,
oxygen, water spray, steering, hydro release, equipment, painter, lights etc.

Q/// How do you determine if the vessel has enough stability when
lifting a heavy lift? Detail the process and any precautions
A/// When a lift is suspended from a crane its centre of gravity shall act from the
point of suspension, in this case the head of the crane. Placing a heavy weight
so high up will cause the GM to reduce significantly. Calculate the loss of GM
and list due to this lift and any changes that need to be made to the stability
before it can commence.
Must notify AMSA if a single lift is over 100t.
Q/// List some major changes that have affected Australian shipping
in the past 10 years.
A/// ISM, HSSC, ISPS, AIS, STCW95.
Q/// Man overboard, what steps would you take? Explain 4 of the
turns?
A/// Release the bridge wing lifebuoy with the light and smoke float. Swing the
stern of the vessel away from the man overboard. Sound three prolonged blasts.
MOB or Save button on the GPS or ECDIS. Post lookout to maintain a
continuous watch on the person. Inform master, make a PA announcement and
sound muster. Follow any vessel contingency plans. Commence a turn,
preferably Williamsons turn. Broadcast an urgency message. Ready the rescue
boat for launching. Notify MRCC.
Williamsons turn - Hard over till 60 then hardover the other way till 20 from the
reciprocal course.
Single turn - Only works if commenced immediately, Hard over until deviated
250, rudder amidships and commence stopping vessel.
Scharnow turn - Not to be used for immediate action, hard over until 240 then
hard over opposite side until 20 off reciprocal.
Double turn - Hard over until on reciprocal. When MOB seen three points abaft
the beam then hard over again. Vessel will complete an oval shape and the MOB
will always remain on the one side of the vessel.
If possible allow the vessel to come to rest upwind of the MOB so that it will drift
downwind towards the MOB.
Remember that you can drop a second lifebuoy to provide a line of search.
Q/// What does the certificate of fitness represent, its contents and
validity?
A/// That a vessel is in a fit state to carry the cargo named. E.g. Certificate of
fitness for the carriage of liquefied gases in bulk.
Q/// What is the CSC plate and its contents
A/// The CSC Safety Approval Plate contains
Country of approval and reference number.
Date of manufacturer.
ID number.
Max Gross weight.
 Allowable stacking weight.
Wracking strength
First maintenance examination date

Q/// How and when will you conduct statutory drills? What % must
attend?
A/// MO 21 appendix 5 gives procedures on how to conduct the various drills.
MO 25 Abandon ship drill - Every crew once a month. Within 24hrs of leaving
port if 25% crew change. Muster, fully dressed, instruction given, lower at least
one boat, run engine, instruct crew. Boats must be launched with assigned
crew and manoeuvred every 3 months, rescue boats every month. Also
remember to test general alarm and emergency lighting. Freefall 6 months or if
so granted 12 months.

MO 25 Fire Drills - Every crew once a month. Within 24hrs of leaving port if 25%
crew change. Muster, fully dressed, instruction given, assign duties, start fire
pump and run with at least two jets of water, check firemans outfit, fire doors, fire
dampers, isolation v/vs. Immediately replace any FFE after the drill.

MO25 Onboard Training &Instruction - As soon as possible but not later than two
weeks after joining the ship. Instruction on all LSA and FFE covered every 2
months.

MO 29 Steering Gear - 12 hours prior to departure. Emergency steering drill

every three months.

Q/// What markings should you find on a shackle, sheave, crane?

A/// ID number, SWL. SWL for cranes may be given at different Jib angles.
Q/// A container on deck has a substance leaking from it?
A/// Raise alarm. Determine what it contains by any Class symbols on it. Consult
dangerous goods manifest & IMDG Code as necessary. Inform relevant
Authorities, port, AMSA, .
Q/// How would you inspect a ballast tank? Remember this is a
confined space...
A/// Complete a confined space entry permit. Ventilate tank adequately, All gear
ready, oximeters, BA set, Oxyviva, communications, ppe, lighting, standby
person.

Q/// Talk about the latest Marine Notices?

A/// 2004
1. Summary
2. Implementation of maritime security act
3. Implementation of maritime security act
4. Annex IV of Marpol - entry into force for Australia ; 27th May 2004 annex IV of
MARPOL enters into force through section 26c & 26d of the Commonwealth
Protection of the Sea(Prevention of Pollution from Ships) Act.
5. Great Barrier Reef marine park zoning plan - Designated shipping areas
6. Inspection of ship borne AIS in Australia ; Warns of upcoming inspections and
verification of AIS systems.
7. Passport and identity document requirements for foreign crew ; Must hold a
passport and seafarers identity document otherwise forced to remain onboard
or $5000 fine.
8. Reduction in marine navigation levy and regulatory functions levy
9. ISPS Code Security Communications by Vessels in the Australian Area ; The
Office of Transport Security has established an operations centre which is the
primary point of contact for all ISPS Code vessel security concerns of
questions.
10. Confidential Marine Reporting Scheme (CMRS) ; Confidential reports may
now be made to the Australian Transport and Safety Bureau, with the aim of
reducing marine accidents and increasing safety in Australian waters -
Matters which may be reported are unsafe acts, unsafe navigation, defective
LSA or FFE, extreme corrosion, fatigue, unreported incidents. Any reports will
be de-identified but anonymous reports may not be accepted. Cannot be
used by people who have an obligation for mandatory reporting.
11. Annex VI of MARPOL Regulations for the prevention of Air Pollution from
Ships; Pending entry into force. May 05.

Q/// Complete a manual Radar plot.

A/// O-A = Approach of Other, three or more intervals. Extend this line to find
CPA and TCPA.
W-O = Way of own, step this back from O, for the time frame covered. You can
now join W-A = Way of Other, this will give you their true course and speed and
their aspect.
To complete a trial manouever step a new changed course out away from W at
this same time interval reaching a new position for O. With your new O-A you can
work out the CPA and TCPA for this alteration.
Remember to allow time for the calculation and subsequent alterations.

Q/// What are some of the errors your Radar and ARPA might have?
A/// Parallax - due to the vessel rolling and will cause an error in the bearing and
slight change in the range.
Pulse amplitude variation - Pulse is distorted and may not give an accurate
position of where it starts, therefore introducing range error.
Blind spots, Interference, reflection.
Target swap, Delay in response to other vessel changing heading, true vector
relative vector confusion.
Q/// You will shortly be receiving a pilot by helicopter. What
preparations must be done? Where would you get information about
helicopter transfers?
A/// MO 57, and the guide to helicopter operations.
Clear the area, remove loose objects, stow gear, cranes, aerials.
Wash decks if necessary.
Hoist a wind sock or pilot flag - G
2 coupled hoses w/foam generating nozzles rigged and fire main pressurised.
Ready fixed fire systems
DCP extinguisher and 6x 20ltr foam drums
Firemans outfit fully suited-up
Area lighted
Responsible officer and two crew - in fire retardant overalls with hat/chinstrap,
ear protection.
Hook handler to have rubber boots and heavy gloves.
Axe, crowbar, hacksaw, bolt cutters, small ladder.

If helicopter were to ditch commence a Williamsons turn and send PAN PAN. If
crashed on deck call local authorities and MRCC.
Q/// Complete a grain calculation. How do you obtain the volumetric
heeling moment?
A/// I
Q/// What is IALA A & B?
A/// I
Q/// You are loading dangerous cargo, what documents are required?
A/// I
Q/// Is the LSA register a mandatory or company policy?
A/// I
Q/// Who approves the cargo securing manual?
A/// I
Q/// You are 200NM from land and you find one of the DG containers
leaking substance overboard, who do you inform, which code will you
refer regarding reporting?
A/// I
Q/// What info will you obtain from appendix G of the BC code?
A/// I
Q/// What is condition of assignment?
A/// A set of rules on the design and strength of fittings.
Q/// How does wind heel criteria affect a container ship and what are
the factors determining wind heel?
A/// 0.65 times deck edge immersion. Max roll when heeling due to wind does
not exceed angle of downflooding. Aus rules angle of steady wind heel <10.

EXPECTED QUESTIONS
you should know these by now!!!

COLREGS - Lights and shapes. Responsibilities. Traffic Separation,

evasive action.
Remember:- Risk of collision exists until proven otherwise. Sound those sound
signals.

Emergency Response - Fire, Oil spill, collision, grounding.

Remember:- SOPEP manual, Emergency response procedures part of the SMS.

Operating Procedures - Bridge watch, Cargo watch, Anchor watch

Stability Formula

TPC = 1.025(or relative density) x A (waterplane area)

100
If necessary apply a simple proportion to obtain the TPC in DW e.g. 1005
= 98.05%
1025

FWA = Displacement (in tonnes)

4 x TPC

DWA = FWA (1025-DW)

25

Moment of statical stability = W x GZ

GZ = GM x Sin O

G G1 = WxD
final Disp

Docking P = MCTC x Trim (Where P is the upthrust in

tonnes)
L (Where L is dist of LCF from aft in
metres)