Candidate: David ShoneExaminer: Capt. RobertsMonday 11th June 2001 (0930)1hr 30 minsPass

1. Started with ISM Code. Wanted to know what it was, it’s aims.

(MGN 40, ISM Code). It is a mandatory requirement under SOLAS Ch.9 to shipping companies to ensure a safe management system which meets with the guidelines implemented by the ISM Code are to ensure that a safe management and pollution prevention systems are set up.

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.

3. How to go about making changes to procedures that are already in place. Non-conformances, DPA etc.

As per company procedures.

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).

Risk assessment (UK Ships)Drills rosterChecklistInventoryMaintaining recordsKey shipboard operations followedFamiliarisationIn charge of PMSSafety officer

5. Considerations to be taken into account in re-activating a ship that has been in lay up. Got onto ship certificates, harmonised system, planned maintenance systems.

Certificates, all publications on board, test all gear, navigational equipment, etc. Check compass error (MGN 57), reinstate company SMS, test life saving appliances/fire fighting apparatus and watertight integrity.

6. Advising 2/O on passage planning. How to go about it, contingency plans, 3 stages of plan etc.

Refer to appraisal, planning execution and monitoring.

Appraisal – gathering of all relevant info. (charts, publications, ship particulars, any particular owner’s or charterer’s requirements, weather routing).

Planning – from berth to berth

a) Plot intended passage on up to date charts.b) Mark no go areas and navigational hazards, etc.c) Indicate courses in 3 fig. notation.d) Mark all radar conspicuous objects on charts / W/O positions, transits,

navigational warnings.e) Contingency plansf) Enter PP data in (ECDIS) only if not ECDIS with ENC data. Passage

plan on charts also.g) Data on charts – speed required (squat) – speed alterations – UKC –

points with critical navigational accuracy – contingency plans – pos. reps.

Execution

a) Factor to take into account.b) Reliability of navigational equipment.c) ETA to critical points.d) Met. conditions.e) Daytime/night time danger point.f) Traffic density.

Monitoring

Monitoring takes progress of passage plan by position fixing, cross-referencing etc.

References

MGN 72 – Safety of navigation.NI – Bridge Team Management.ICS – Bridge procedure guideNP100 – Mariners HandbookNP136 – Ocean passage for the world.

7. Warning signs of TRS, how to manoeuvre when in dangerous semi circle N. hemisphere. Preparations to be made prior to encountering a TRS. Where to get info on a TRS and other weather forecasts and info.

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.

a) Deal with emergency. Bring vessel in a safe position.

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.

b) Inform company and P&I, agents, charterers – give details of containers, class.

Note protest. Limit ingress of water.

Time to flood = 4.3 x A x √d

A = area of holeD = 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.

10. IMDG code. Where to find segregation requirements, emergency procedures and medical info.

IMDG Code Segregation details are in Ch 7.2 on Vol. 1

Segregation Requirements Vol. 1 Ch 7.2EmergencyProcedures and Med info – supplement

Contents of supplement

MFAGReporting proceduresPacking cargo transport unitsSafe use of pesticidesInf. CodeAppendix

11. Garbage disposal procedure. Special areas where to find out where they are and what are they.

Garbage disposal procedures

Special areas concerning garbage are defined in MARPOL Annex 5 Reg. 05

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 SeaBaltic SeaBlack SeaRed SeaGulfsNorth SeaAntarctic areaWider Caribbean region

12. Maintenance of blocks, shackles etc. on a lifting gear.

Risk assessmentPermit to work systemsProtective clothing suppliedSafety signs posted.

13. Cargo Securing Manual contents.

IMO guidelines for the preparation of the Cargo Securing Manual.

Contents.

a) Definitionsb) General informationc) Specification for fixed cargo-securing devicesd) Specification for portable cargo-securing devicese) Inspection and maintenance schemesf) 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

14. Load tests on cranes/derricks. (Couldn’t remember exact numbers but said was in COSWP and he was happy with that).

Chapter 7 COSWP – General maintenanceChapter 21 – Guidance on use + table

a) To be tested 5 yearly.

b) Types of test

Proof load (see table) Destructive testing Static test e.g. by dynamometer

Proof load table (BS 290, BS 6210) (Summary)

SWL LIFTING APPLIANCES SINGLE SHEAVE CARGO + PULLEY BLOCKS

MULTI SHEAVE CARGO + PULLEY BLOCKS

0-10 SWL x 1.25 SWL x 4 SWL x 211-20 SWL x 1.25 SWL x 4 SWL x 221-25 SWL + 5 t SWL x 4 SWL x 2

15. When to condemn wires.

When 8 x diameter length are taken throughout the wire and 10% are observed with broken strands.

16. Preparations for Load line survey.

a) Doorways in superstructures, exposed machinery casings and deckhouses protecting openings in freeboard and superstructure decks.

b) Hatchways in position 1 and 2 closed by portable covers and secured weather tight by tarpaulins and battering devices.

c) Hatchways at position 1 and 2 closed by weather tight covers of steel (or similar material) fitted with gaskets and clamping devices.

d) Machinery space openings and miscellaneous openings in freeboard and superstructure decks.

e) Ventilators on freeboard and superstructure decks (position 1 and 2).f) Air pipes on freeboard and superstructure decks.g) Cargo ports and other similar openings.h) Scuppers, inlets and discharges.i) Side scuttles.j) Freeing ports.k) Protection of the crew.l) Timber deck cargo fittings.m) Other special features.

17. Period of validity for Load line certificate.

MSN 1751 – Harmonised system of survey + certification

Validity 5 years from date of completion for initial renewal survey, subject to annual surveys.

18. Possible errors with ARPA.

MGN 63 – Safety of navigation

Errors

The accuracy of the plot depends on accurate measurement of own ship’s track during the plotting interval.

An inaccurate heading or speed input will greatly reduce the accuracy of true vectors when using ARPA or ATA and therefore the apparent precision of the digital display should be treated with caution.

Radar performance and settings should be at their best to enable automatic acquisition of plots.

Gyro error and accuracy of heading marker alignment plays a vital role in accuracy.

If coupled to external equipment it is affected by its failure. Echoes are not plotted if they are not detected in the guard zone.

These errors can be conveniently arranged in 3 groups.

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.

b) Errors, which may be due to inaccuracies during processing of the radar data, inadequacies of the alogarithms chosen and the limits of accuracy accepted.

c) Errors in interpretation of the displayed data.

a) Errors generated in the radar installation.

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.

b) Errors in bearing measurement

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:

Backlash in gearing. Backlash can occur between the rotating antenna and its azimuth transmitter.

Unstable platform or antenna tilt occurs due to rolling. Parallax due to roll of own ship. Asymmetrical antenna beam. ARPA takes the bearings of the centre

of the echo. If antenna beam is asymmetrical the apparent position of echo may change with echo strength.

Azimuth quantization error.

c) Errors in range measurement

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.

Errors in displayed data

Target swap. Track errors. Incorrect course and speed input.

Error in interpretation

Errors with vector system. Errors with PPC and PAD systems. The misleading effect of afterglow. Accuracy of presented data. Missed targets.

19. Pirate precautions, messages to be sent, piracy centre in Kuala Lumpur.

MGN 75 – Piracy and armed robberyCOSWP – Chapter 11 – Ship’s securityISF – Pirates and armed robber – A guide to Master.

General precautions

Precautions

Preparation of an anti attack plans. (Enhanced surveillance, proper use of lighting, crew responses, radio procedures, reports meter).

Be vigilant. Maintain a 24 hrs visual and security watch. Strengthen night watches. Seal off means of access to ship. Establish radio (VHF) contact. Locate an emergency VHF set. Provide adequate lighting. Water hose and any other equipment Reduce opportunities of theft. Establish secure area or areas. Inform crew of security plan.

Message format - RCC

Initial message – piracy attack alertMessage – piracy attack / sighting / suspicious act reports

International Maritime Bureau regional piracy reporting centre, Kuala Lumpur.

Warning message and reports are also available on safety net.

20. Fire in accommodation, BA set checks prior to entry, procedure for opening door where fire is suspected. Composition of emergency procedures.

SOLAS Ch III Reg. 37 – Muster lists and emergency instructions

(ISM Emergency Procedure)

a) Raise alarm – continuous ringing of the ship’s bell.b) Muster / establish communications.c) Inform shore based emergency response team.d) SERT proceeds to area / back up party stands by. Master overall in

command in E/R, C/E in command in E/R hand steering, 3/O in charge of navigation. Back up party can prepare lifeboats for abandoning if necessary. Distress messages ready. Kitchen sink.

BA sets checked prior to entry.Quick inspection of visor, test whistle, look at pressure gauge, harness. Quick inspection for leaks – lifeline secured.

Opening door where fire is suspected.

a) Boundary cool in.b) Lean against door – hoses and extinguishers ready.c) Feel heat with back of hand.d) Open slightly and firmly.e) If smoke observed back draughting into space shut the door.f) If not insert hose through the opening.g) Once it is possible to advance continue slowly always protecting yourself

with the water jet.

21. Procedures for abandoning ship as a result of fire. Extra equipment to be taken etc.

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.

SOLAS Ch. III Reg. 20 – Operational readiness, maintenance and inspection.SOLAS Ch. III Reg. 36 – Instructions for on board maintenance.

The company should establish either instructions for on board maintenance of LSA or a PMS complying with Ch. III Reg. 36.

Required inspections

a) Falls – end to end @ intervals not exceeding 30 months. Renewed when necessary but not more than 5 years.

b) Spares and repair equipment – shall be provided for LSA components subject to excessive wear or consumption and need to be replaced regularly.

c) Weekly inspection:

Survival craft, rescue boat and launching appliances visually inspected.

L. boat engine and R. boat engine run for 3 minutes and tested ahead and astern.

General alarm system shall be tested.

Monthly inspections

Inspection of LSA including life boat equipment (entered in log book).

Candidate: David ShoneExaminer: Capt. Singh GrevilleMonday 08th May 2001 (0930)1hr 30 minsFail

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.

2. Planned maintenance system, how to set up.

Some companies operate sophisticated systems, which go into elaborate and minute details of the day to day maintenance of the ship’s equipment. One should not disparage such systems as they are of great assistance to the keen officer. However, some schemes tend to inflict an inordinate amount of paperwork on the chief officer and many officers feel that some schemes control the men, instead of the men controlling the scheme. Planned maintenance need not involve extensive paperwork but some basic points should be borne in mind:

a. A plan must be adaptable to various weather conditions.b. The plan must be flexible so that changes of orders or cargo do not upset

it unduly.c. The length of voyages, routes and trades that the vessel is involved in

must be considered.d. The maintenance of safety equipment and emergency team training

should be integrated with the overall maintenance plan.e. The plan should be constructed so that the appropriate equipment is

brought up to optimum condition for statutory and classifications surveys such as “Safety Equipment”, “Load Line” and “Lifting Appliances”.

f. Dry docking and repair periods should be integrated with the plan.g. Manufacturers’ advice should be complied with and all manufacturers’

maintenance logs should be completed.h. The plan should include the availability of appropriate equipment for

breakdown maintenance due to unforeseen circumstances.i. Provision must be made for spare part replacements due to wear and tear

maintenance. There should also be a method of ordering spares as soon as replacement items are used.

j. The plan must be carefully thought out, well controlled and an efficient recording system must be kept up to date.

3. Operations book, what’s in it?

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.

Contents of Operations Book is contained in the Annex and the following headings are suggested:

IntroductionShipboard OrganisationShipboard Operations: GeneralShipboard Operations: In PortPreparing for SeaShipboard Operations: At SeaEmergencies and Contingencies

4. Stability book, what’s in it?

Schedule 6 MSN 1752 Load Line Rules

a) Ship’s name and particulars.b) LGG’s and VCG’s of compartments.c) Weights of compartments.d) LCG and VCG of passengers and crew and personal effects.e) LCG and VCG of cargo on deck and weight.f) FSE in each tankg) Profile and plan views showing, weight, KG, GM.h) Profile and plan views in the light of loaded and ballast condition.i) Cross curves or tables of stability.j) Report on inclining experiment.k) Notes to master.

5. Pollution control – Double hull, ODME, discharge limit, two valve separation, garbage control.

Basically in this question he is referring to MARPOL Annexes.

ODME

Regulation 16 – MARPOL Annex 1

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.

Control of discharge of oil

Regulation 9 – MARPOL Annex 1

a) The tanker should not be within a special area.b) More than 50 NM from land.c) Tanker en route.d) Instantaneous rate of discharge of oil content does not exceed 30

litres/NM.e) The tanker has an ODMCS in compliance with Reg. 15 and a slop tank

arrangement.

TO CHECK WITH LECTURER

6. Stresses, where to find info on them, is it a requirement? Stresses on a bulk carrier, MGN, triangle etc.

SOLAS Ch. 12 – Additional safety measures for bulk carriers

Loading program – in seawater and still water condition (calculated) (SOLAS Ch. 12 Regulation 11) for bulk carriers of 150m or more.

MGN 108 – Hull stress monitoring systems (IMO and MCA recommend its installation).

Stability booklet if over 150m in length.

Note: The cargo density declaration is shown as a triangle (equilateral) side 500mm in a different colour of the ship’s side. This means that solid bulk cargoes having a density of 1780 Kg/m³ or above cannot be loaded.

7. Load Line Survey preparations.

(see previous paper)

8. Improvement Notices, what are they, who can give them, can they be given by ship’s personnel. (Yes in the form of a non-conformance).

ISM Code clause 9 - reports and analysis of non-conformities, accidents and hazardous occurrences.

“The SMS should include procedures ensuring that non-conformities, accidents and hazardous situations are reported to the company, investigated and analysed with the objective of improving safety and pollution prevention”.

“The company should establish procedures for corrective action”.

Definitions

Non-conformity – means an observed situation where objective evidence indicates the non-fulfilment if a specified requirement.

Major non-conformity – means an identifiable deviation which poses a serious threat to personnel of ship safety or a serious risk to the environment and requires immediate corrective action; in addition, the lack of effective and systematic implementation of a requirement of the ISM Code is also considered as a major non-conformity.

Non-conformances can be issued by the master through feedback of the crew when using the SMS or the company or raised by an internal/external audit or during an audit.

9. Safety introduction, what’s in it?

ISM Code Clause 6 – Resources and personnel

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.”

These consist of familiarisation checklists related to particular departments and a safety and pollution prevention checklist. Common to all departments items included are:

Location of SMS manuals Location and procedures for starting emergency fire pump. Muster station duty, etc.

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.

See previous question sheet

12. ISM – Master’s obligations, DPA.

ISM Code clause 5 – Master’s responsibility and authority

“The company should clearly define and document the master’s responsibility with regard to:

a) Implementing the safety and environmental protection policy of the company.

b) Motivating the crew on the observation of that policy.c) Issuing appropriate orders and instructions in a clear and simple manner.d) Verifying that specified requirements are observed.e) Reviewing the SMS and reporting its deficiencies to shore based

management.

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

ISM Code clause 4 – Designated Person(s)

“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.”

“The responsibility and authority of the designated person or persons should include monitoring the safety and pollution prevention aspects of the operation of each ship and ensuring that adequate resources and shore based support are applied as required.”

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.

MGN 133 (M+F) Electronic charts.

Requirement to use an appropriate portfolio of up to date charts when operating ECDIS in the RCDS mode and, until further notice, when operating ECDIS with electronic navigational charts (ENC’s).

Differences between them

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

c) Difference (possibly) in horizontal datums.d) Chart features cannot be simplified or removed to suit a particular

navigational circumstance. This could affect superimposition of radar and ARPA.

e) It may not be possible to interrogate RNC features to gain additional information about charted objects.

f) It is not possible to display a ship’s safety contour unless pre-selected manually.

g) RNC should only be displayed at the scale of the paper chart as any different display will cause errors.

15. Weather associated with a cold front.

Advance Passage RearPressure Fall Sudden rise Rise continues more

steadyWind N Hemisphere Increasing

backing slightly – squally

Sudden veer Backing a little – squally

Temperature Steady but falls in rain

Sudden fall Steady fall or steady

Cloud AC or AS the CB

CB Cu or CB

Weather Some rain maybe thunder

Heavy rain Heavy rain for short periods

Visibility Poor Improvement Very good except in showers

16. Weather associated with a TRS and how to identify one approaching.

See previous questions

17. GT – what is it and why is it used?

Broadly it is the measurement of the capacity in cubic feet of the spaces within the hull and of the enclosed spaces above the deck available for cargo, stores, passengers and crew, with certain exceptions, divided by 100.

It is used to calculate port dues, light dues, canal dues, apply legislation.

18. Radar set up for coastal navigation.

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’ShaughnessyExaminer: Capt. RobertsDate: 17th May 2001Pass

1. Hours of work regulations, how would I ensure the crew were getting enough rest? He asked what were the minimum rest periods.

See Val Hope’s questions.

2. How would you prevent pollution at sea?

Comply with

MARPOL Annexes – Reg. 9 Annex 1 Bunker safety checklist Risk assessment. SOPEP Plan MGN 110 ISM Code (SMS) Oil record book

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.

4. He asked me what the harmonisation of certificates was about.

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.

The types of surveys in the HSSC are:

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.

For ratings forming part of a navigational watch – rating certificate.

STCW 95 Reg. A-II/4 and MGN 97 – Training and Certification Guidance Part 10.

What they need?

Personal survival techniques Fire prevention and fire fighting First aid PSSR

Training done on board

Familiarisation training as per STCW 95 Ch. VI/1 Training in connection with LSA and FFE as per the muster’s training and

decision support system regulations (MGN 71). Before being assigned to ship board duties crew member shall be given

basic training, familiarisation training. In addition training should be given according to the type of vessel he is on e.g. Ro/Ro passenger, HSC.

6. Lifting appliances – asked me about inspections, tests and certificates. Where would you find out if a particular section of deck is strong enough for a heavy piece of deck cargo. Gave me a crane of SWL 20 tonnes. Then a lift of 19 tonnes. He wanted the whole lot with regards to precautions/stability etc.

MS (Hatches and Lifting Plant) Regulation 1988 SI 1639 COSWP Ch.21 and Ch. 7

Lifting plant – duties of the employer and master

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 usedi. After manufacture or installation, orii. 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 personi. At least once in the preceeding 12 month period, andii. 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.

Duties of other personnel

Training should consist of theoretical instruction to the extent necessary to enable the trainee to appreciate the factors affecting the safe operation of the lifting plant, ship’s ramp or retractable car deck and of practical work with the appropriate plant etc. under supervision.

For a person under 18 years of age undergoing training, the degree of direct supervision required should be related to the trainee’s experience, perceived competence and the nature of the appliance etc. on which he is being trained. Any work he carries out should be part of his training.

After training each person should undergo a test, and if he passes should be given a certificate specifying the type of appliance on which the test was carried out.

Where a person have been regularly authorised to operate a class of lifting plant for a period of at least 2 years before the above regulations become operative they may be considered competent for the award of a certificate, provided there is no reason to believe otherwise.

Employers should keep records of training and testing undertaken and should ensure the routine monitoring of the competence of those operating lifting appliances.

Duties of the master

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:

Test and thorough examination of lifting appliances Test and thorough examination of derricks used in union purchase Test and thorough examination of loose gear Test and thorough examination of wire ropes

MIN 83 (M+F) Lifting equipment: Risk of accident from improper repairs to and lack of maintenance of cargo or pulley blocks

This note:

Advises of serious faults recently discovered in swivel blocks resulting from improper repairs and maintenance.

Warns of the increased risk of accident from use of lifting equipment with similar faults.

Recommends withdrawal from use and re proof testing of any blocks that have had undocumented weld repairs to load bearing parts.

Recommends examination of all blocks, especially swivel eye blocks and the immediate withdrawal from use and re proof testing of any blocks with indications of welded infill repairs to their head fittings.

Reaffirms the importance of periodical checks and preventative maintenance on all lifting and hauling equipment.

7. Constraints of an ARPA.

Check previous question.

8. Passage planning, how to do it.

See previous question.

9. Rig a HRU.

Done manually. (MSN 1211)

10. What is a bill of lading?

A receipt of good A document of title (not always) Good evidence of a contract A receipt of freight (not always)

11. Who prosecutes ship in the UK?

The local prosecuting service (police) and MCA.

12. AMVER, what they do, reports to make, etc.

Automated Mutual Vessel Assistance Rescue System

It is a computerised ship reporting system operated by the USCG. It relies on voluntary position reports from ships. It is useful to SAR organisations.

List of CRS accepting AMVER is found in AMVER Booklet and M. 1551 ALRS Vol. 6.

AMVER Reports

Sailing plan and departure report Position report Deviation report Arrival report

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.

MGN 21 Ro/Ro ships the carriage of dangerous goods in ships with Ro/Ro cargo spaces

MSN 1755 The carriage of dangerous goods and marine pollutants in packaged form – Amendment 30-00 to the IMDG Code

MGN 36 Document of compliance for ships carrying dangerous goods in packaged and dry bulk form.

I would load them as required in the DOCUMENT OF COMPLIANCE unless these are cargoes of Class 6.2 or 7 or they are carried in limited quantities as per IMDG Code Vol. 2 Ch. 3 for which I would follow the guidance on the IMDG Code.

The fire fighting requirements

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

systemiv. 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 providedvi. Personnel protection

4 full chemical suits in addition to firemen’s outfits At least 2 additional self-contained breathing apparatus in excess to

those requiredvii. 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

Dangerous goods declaration information on it

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

IMDG Code EMS schedules

“Done orally”

14. Asked me about the QE2 grounding. Asked why!!

Maritime incidents and disasters are very seldom. The result of a single event error chains occur due to the following points.

Indication of error chains:

Ambiguity Distraction Inadequacy and confusion Communication breakdown Improper conn or lookout Non compliance with plan Procedural violation

Reference: Bridge Team managementBridge Procedure GuideMGN 72 – Navigation Safety

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.

MGN 57 – Operating, maintaining and testing magnetic compasses.

LEFT UNTIL DONE IN CLASS

17. Passenger ship decision support for masters, wanted to know all about it (all foreseeable emergencies). Asked me what do we do for a terrorist threat?

MGN 71 – Muster drills on board; training and decision support systems

It is an integrated system of contingency planning for shipboard emergencies. Ships of classes I, II and IIA are required to have it.

Terrorist threat – SMS Procedures.

18. Passenger ship counting of persons regulations, wanted to know what we are obliged to do in order to meet the requirements.

MSN 1729/SI 1869/99 - Counting and registration of persons on board passenger ships

All persons joining and leaving ship must be recorded If voyage more than 20 miles details must include name, forename, initials,

age group and gender Information must be readily available in an emergency.

Systems

Boarding cards clicker

19. What training do we carry out to ensure crew are capable of dealing with passengers.

MSN 1579 – Minimum training requirements for personnel nominated to assist passengers in emergency situations

STCW Tables – A – V/3

The training to be carried out is as follows

Crowd management training

The crowd management training required by regulation V/3, paragraph 4, for personnel designated on muster list to assist passengers in emergency situations shall include, but not necessary be limited to:

i. Awareness of life-saving appliance and control plans including: Knowledge of muster lists and emergency instructions Knowledge of the emergency exits

ii. The ability to give clear reassuring orders The control of passengers in corridors, staircases and passageways Maintaining escape routes clear of obstructions

Methods available for evacuation of disabled persons and persons needing special assistance

Search of accommodation spaces.iii. Mustering procedures including:

The importance of keeping order The ability to use procedures for reducing and avoiding panic The ability to use, where appropriate, passenger lists for evacuation

counts The ability to ensure that the passengers are suitably clothed and

have donned their lifejackets correctly.

Familiarisation training

The familiarisation training required by regulation V/3, paragraph 5, shall at least ensure attainment of the abilities that are appropriate to the capacity to be filled and the duties and responsibilities to be taken up.

Communication

Ability to communicate with passengers during an emergency, taking into account:

The language or languages appropriate to the principal nationalities of passengers carried on the particular route

The likelihood that an ability to use an elementary English vocabulary for basic instructions can provide a means of communicating with a passenger in need of assistance whether or not the passenger and crew member share a common language

The possible need to communicate during an emergency by some other means such as by demonstration or hand signals or calling attention to the location of instructions, muster stations, life saving devices or evacuation routes, when oral communication is impractical

The extent to which complete safety instructions have been provided to passengers in their native language or languages

The languages in which emergency announcements may be broadcast during an emergency or drill to convey critical guidance to passengers and to facilitate crew members in assisting passengers

Life saving appliances

Ability to demonstrate to passengers the use of personal life saving appliances.

Crisis management and human behaviour training

Masters, chief mates, chief engineer officers, second engineer officers and any persons having responsibility for the safety of passengers in emergency situations shall:

Have successfully completed the approved crisis management and human behaviour training required by regulation V/3, paragraph 8, in accordance with their capacity, duties and responsibilities as set out in table A-V/2

Be required to provide evidence that the required standard of competence has been achieved in accordance with the methods and the criteria for evaluating competence tabulated in columns 3 and 4 of table A-V/2

20. Condition of class, wanted to know about them.

Conditions which must be met by the owner in order for class to be maintained.

21. Passenger Ship Safety Certificate.

All passenger ships on international voyages should have it. Items under PSSC

Construction machinery and equipment other than safety equipment Safety equipment Radio equipment Subdivision

22. MAIB, asked what was their function and responsibilities.

MGN 115 – MAIB

Function

It investigates accidents at sea and on board ships with the aim of determining what caused an accident in order to prevent it from happening again.

23. How many fire pumps on last vessel.

3 (for Eric).

Candidate: Donald MacNeil

Examiner: Capt. RobertsDate: 16th May 20011hr 20 minsPass

1. General talk about the ships I served on.

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.

3. What certification would the crane drivers have?

A certificate issued by the company after proving his competence to a competent person.

4. Who would be a competent person to inspect the lifting gear?

COSWP Ch. 7MS (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.

Refer to IAMSAR Manual Vol. III, ISM (Decision Support Systems) Send May Day relay Inform RCC Proceed to distress scene Sound emergency stations Prepare vessel to receive casualties/retrieve RCC allocates OSC Keep RCC informed Search pattern (accordingly) Record all events

CHECK IAMSAR

6. First aid for the survivors from the helicopter, where would you get information to treat them from.

Aberdeen Royal Infirmary Medics on other vessels and offshore rigs CIRM in Italy (Via Sat) Ship’s Captain Medical Guide. MFAG (IMDG Code) if harmful substances involved

7. Heavy weather passage English Channel to Canada preparations.

MGN 72 – Navigation safetyMGN 46 – Navigation in fogMGN 166 – Guidelines for voyage planningMariner’s handbook Ch. 7

Weather routingLashings and general securing (Westerly swell and current)Position fixing equipment (ice on shoreline radar problems)

See Archie’s Pg. 2

8. Launching overboard of an 85 tonne trencher damages the ship’s side – general emergency, watertight door inspection and soundings.

ISM (Decision support system) Emergency stations – SERT Start pumps if necessary Damage stability Assess extent of damage, nature, circumstance and urgency of situation Personnel available and the ability to deal with situation Any alternative means to overcome ingress of water (e.g. limiting routing,

intentional listing, decrease draft) Battening down compartment External assistance Risk of pollution/prevention Minimising loss of life if this hits the fan

9. Who would be in the damage control party?

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?

See previous questions

11. Preparations prior to entry.

As above

12. Where was the fire main attached on the last vessel during dry dock.

It is normally connected via the international shore connection

SOLAS Ch. II-2 Reg. 19International shore connection for the dimensions and material – only 1 connection required.

13. Bottom inspection what are you looking for.

See previous answers.

14. Preparation for re-floating dry dock inspection.

As above

15. Risk assessment what is it and what it is for?

As above

16. Testing of lifeboat davits.

SEE CODE OF LIFE SAVING APPLIANCES

17. Familiarisation checks new Abs joining.

See previous questions

18. Master of a coaster coming up to Glasgow, what health and hygiene would concern you as master? Where would you find information as to the concentration of chlorine to use in water?

I would check the Fairplay Port Guide, for any special requirement for the port of Glasgow.

MGN 61 – Guidelines for food hygiene on merchant ships and fishing vessels

Ship’s Captain Medical Guide MS (Provisions and Water) Reg. 1989 MS (Crew Accommodation) Reg. 1997 MS (Health and Safety at work) Reg. 1997

Requirement for water

Fresh water hoses should be super chlorinated at 100ppm for 1 hr 6 monthly

All fresh water taken from shore should be chlorinated on loading to ensure residual free chlorine content of 0.2ppm

Monthly chlorine tests at shower outlets and taps Yearly inspection cleaning and maintenance 3 monthly water test for bacteria and chemical contamination.

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?

Met office in Bracknell Ocean routes Various met offices throughout the world.

21. Stowaways in an African Port. Prevention search etc. If found on board at sea how would you deal with this?

MGN 70 – Guidelines on the allocation of responsibilities to seek successful resolution on stowaway cases. (Annexed IMO Res. A. 871/20)

Prevention

Stowaway search Vigilance by both ship and shore security Cargo checks X-ray machines (shore).

If found during passage

Determine port of embarkation Establish identity, nationality/citizenship. Prepare stowaway checklist in MGN 70 Notify ship owner, authorities at port of embarkation, next port and flag

state. Do not divert from passage for disembarkation unless instructed Ensure that the stowaway is handed over to the appropriate authority at

the next port. Take measures to ensure security, health, welfare and safety of the

stowaway until disembarked.

22. Garbage management plan, what would be in it?

Done.

23. Rigging the HRU.

Demonstrate.

24. Dangerous goods declaration.

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.

27. What would be the procedure for maintaining a windlass?

Done.

28. What information is in the lashing and securing manual?

Done.

29. Rising moor and standing moor?

Demonstrate.

Candidate: Glenn BurleyExaminer: Capt. RobertsFriday 11th May 2001 (1330)1hr 30 minsPass

1. ISM (extensive)

Done.

2. Risk Assessment (extensive)

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

5. Signing of a new Chief Engineer (STCW 95, SMD, ENG1)

See E-15 McLachlan

6. Piracy (Preventive measures).

Done.

7. Passage Planning

Done.

8. SAR, (ditched helicopter, IAMSAR manual, how would I go about it)

Done

9. Fire and explosion on drilling rig (How would I handle it)

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.)

ASK FOR FURTHER INFO

11. Planned maintenance (what and how)

Done.

12. TRS Caribbean, (how to prepare the ship)

Done.

Candidate: David ShoneExaminer: Capt. RobertsMonday 11th June 2001 (0930)1hr 30 minsPass