PREPARATION FOR CHIEF OFFICER’S ORAL EXAMINATION BY CH.OFF AGUS PAMUNGKAS
GENERAL
Tell me about your self?
My name is Agus Pamungkas I am 32 years old
I started my career as seafarer on 2013 as cadet at bulk carrier. So until now it is already a decade. At that periode I served about 11 to 12 ships and most of that are bulk carrier on several shipping management and several positions. And my last position is a chief officer and I have experience for about 15th months and it was for 3 ships.
I have experience in leadership and cooperation with international crew. I passed a lot of vetting inspection, 3 times of PSC inspection, Canada, Australia and China. And I also have experience 1 time dry dock as chief officer.
(TIPS: This is important to describe yourself in short description but it must include your name, age, experience and your strength point. You can also share your desire/ambition in relevant with your main job as seafarer. It is good to tell the interviewer if you have experience in dry dock or other ship’s inspection such as PSC, Class, or other vetting inspection.)
CARGO
What document will you prepare for loading and discharging?
Prior arrival at loading or discharging port, chief officer has to prepare loading/discharging plan and sequence(The plan has to be rapid and systematic), taking consideration of ship’s stress, loading rate and ballasating rate, ballasting/deballasting plan, condition of pipes and valves related to ballast deballasting, last hold for trimming, draft and trim of each sequence, and final draft.
In additional, after examining the Cargo Safety Data Sheet the chief officer shall identify related haszards and consider countermeasure in preparing the plan.
How many groups of cargo do we have as per International Maritime Bulk Cargo Code?
There are 3 groups
Group A = Cargoes may liquified
Group B = Cargoes that have chemical hazard
Group C = Cargo that not meet in group A and group B. But still can be hazardous
What kind of document related to cargo do you expect to received from master before loading?
Shipper’s Declaration
A Shipper’s Declaration is required under the IMO Code of Safe Practice for Solid Bulk Cargoes (BC Code) to be made by the shipper of a hazardous solid bulk cargo, e.g. coal, for the guidance of the master. It outlines the cargo’s characteristics, including (for coal):
transportable moisture limit (TML);
estimated stowage factor (SF);
angle of repose;
contractual sizing;
contractual sulphur content;
IMO category for ocean transportation purposes.
The Shipper’s Declaration also lists any special precautions required and states where emergency procedures may be found, e.g. in the Coal section of the BC Code, and reproduces relevant extracts.
A Master’s Response Sheet may be issued by a shipper to the master after loading a hazardous bulk cargo in an effort to obtain information on the behaviour of the cargo during the voyage, where this behaviour does not correspond to that stated on the Shipper’s Declaration.
What is TML?
Transportable Moisture Limit
What kind of information is very important to receive before loading iron ore?
(liquify hazard)
1. Iron ores are heavy cargoes which occupy a small area for a large weight, ie they have a low stowage factor (between 0.24 - 0.80 m3/tonne). It is therefore important that the tanktop
has sufficient strength to carry certain iron ores. If a bulk carrier loads a homogeneous cargo of, say, iron ore, the amount of cargo permitted to be loaded in the hold would be
determined by multiplying the surface area of the tank top by the permissible load per m2.
The loading given by this calculation should never be exceeded.
trimming of these cargoes is generally required (even though their angle of repose is mostly above 35°) to spread their weight across the entire tanktop
the stability of vessels as iron ore is a high density cargo, when loaded on an ordinary bulk carrier (not an ore carrier) it will increase the vessel's GM to make it a `stiff' ship.
dust iron ore is commonly loaded with conveyor belts, grabs, chutes and bucket belt unloaders, causing significant quantities of dust during both loading and discharging.
However, enclosed conveyor belt systems generate less dust. The dust may damage ship's machinery as well as the health of personnel.
moisture content iron ore is assumed to have a homogeneous moisture content between 0- 16%. However, if kept lying in the open, the moisture content may increase due to
absorption from air or rain. If the exact moisture content is unknown, a proper laboratory test may be called for. The Master must also ask the shipper to detail the cargo's moisture content and TML
In recent years an increase incidents attributed to carrying iron ore filings with excessive moisture content, causing sloshing and adverse stability and in some cases the rapid loss of the ship. During the monsoon season in the Indian sub-continent iron ore filings are stored and transported open to the elements. It is worth remembering that the cargo may remain stockpiled before being shipped later in the dry season.
2. It is imperative that the cargo moisture content is tested prior to and monitored during all stages of loading as, once onboard, cargo may be extremely difficult to remove.
The shipper's test certificate should be presented before loading, be sound and no more than seven days old. A good indicator during the load is the presence of splatter marks of iron ore filings on the bulkheads. If splatter marks are evident, they should be taken very seriously as an indication that the moisture content is above the TML and the flow moisture point. If the Master is in any doubt, he should contact the owners and the P&I Club
correspondent.
3. stress monitoring stresses upon the ship, both in port and at sea, should be monitored using an HSMS (Hull Stress Monitoring System) if fitted, and the movement of cargo and ballast monitored using stress calculating software
4. alternate hold loading bulk carriers sometimes carried iron ore in alternate holds at the request of charterers owing to the economic advantages of faster turnround and raised centre of gravity. To do so ships must be specially strengthened. SOLAS Chapter XII bans alternate hold loading for single skin ships of 150 m or more in length, built before 1st July 1999, that carry cargo equal to 90% of the ship's deadweight.
5. the iron ore standard sampling procedure given in the IMSBC Code should be followed.
Can you tell me the steps of draught survey?
The draft survey is performed by reading the ship's draft on the draft markings at six standard points on the hull: forward, midships and aft on both port and starboard sides. Corrections for factors such
as trim, water density and non-cargo weight changes are made before calculating the cargo weight change. Then we can calculate the Displacement of the ship and we deducted by non-cargo weight such as lightship, bunker, FW, and constant. Then we will get cargo weight.
BALLAST
What precautions do you have to follow with ballasting of the vessel not to damage the cargo?
It is importance that all segregated and permanent ballast tank vents are properly set up and in good condition prior to any ballast operation. All vent closures that are capable of manual operation must be in the open position. The original design venting capability must be available at all times.
Do you have segregation ballast system on board?
What methods of ballast exchange do you familiar with?
Sequential/empty refill, Flow thru, Dilution What does it mean D1 and D2?
The BWM Convention includes two performance standards for the discharge of ballast water: D1 and D2.
The D1 standard concerns ballast water exchange, which must be undertaken within open ocean areas, >200nm from land and in seas >200m deep.
The D2 standard covers approved ballast water treatment systems.
STABILITY
What is main stability criteria for grain cargo?
1. Angle of heel max 12*
2. The residual area minimum 0.075 m-radian 3. Corrected GM shall minimum 0.3 m.
4. Total corrected heeling moment < Maximum allowable heeling moment What is the requirement of the heeling moment?
Total corrected heeling moment < Maximum allowable heeling moment Can you depart with list?
NO
How do you calculate stability of the ship?
Ship stability can be calculated by using the hydrostatic data and the loading conditions of the ship.
GM is a measure of the ship's initial stability
GM - Metacentric Height: This measurement is calculated by subtracting KG from KM (GM = KM - KG).
SAFETY
Safety familiarization?
Drills?
Safety during anchoring/mooring?
What is nearmiss?
A near miss is an event that could have resulted in an accident or injury but did not, due to timely intervention or fortuitous circumstances
A common example of a near miss is a ratting slipping on a wet floor with no sign, but not falling.
What is non conformity? And reporting procedure abt it.
an observed situation where objective evidence indicates the non-fulfillment of a specified requirement
How to fill in “Non-Conformity” form properly: Important issues
The person that identifies a Non-Conformity is required to fill in a “Non-Conformity” form. A “Non- Conformity” form should contain information about:
Site or Name (and IMO No) of the vessel,
date of inspection
originator
due date and
reference to the standard which has been disobeyed.
A description of the non-conformity should be included, followed by a description of corrective and preventive actions. Moreover, the root cause of its non-conformity should be analysed and reported into the non-conformity form. The monitoring procedure should be demonstrated in each Non- Conformity form to indicate and ensure the effective implementation of the corrective and preventive action and the date the Non-Conformity was closed out.
non-conformity vs observation
In practice, an observation is not as sever or vital as a non-conformity and it does not require
immediate actions. More specifically, an observation is an item for improvement so as not to result in a non-conformity. On the other hand, a non-conformity must be handled as soon as possible by the specified due date and should always be followed by a corrective and preventive action plan, including root cause analysis.
What is Risk assessment?
A risk assessment is simply an assessment of risk. It is an examination of a task or job that may be carried out on board to identify the presence of hazards that may cause harm to people, property or the environment.
There are four parts to any good risk assessment and they are Asset identification, Risk Analysis, Risk likelihood & Risk impact, and Cost of Solutions.
Describe risk assessment process?
Step 1: Identify the hazards.
Step 2: Decide who might be harmed and how.
Step 3: Evaluate the risks and decide on precautions.
Step 4: Record your findings and implement them.
Step 5: Review your risk assessment and update if necessary.
What is residual risk?
Residual risk is the risk that remains after efforts to identify and eliminate some or all types of risk have been made. Residual risk is important for several reasons. First to consider is that residual risk is the risk "left over" after security controls and process improvements have been applied
SWIFT
Structured What If Technique (SWIFT) is a prospective hazards analysis method that uses structured brainstorming with guide words and prompts to identify risks,
A template to make risk assessment easier.
Enclosed space entry procedure.
. Documents= risk assessment and work permit/checklist .Checks= 1. Oxygen level 2. Toxic gases
. Equipments= SCBA, Oxygent analyser, Gas analyser, Torch, life line, safety harness
What gases do you need to check prior entering enclosed spaces?
Space has to be checked for oxygen content and other gas content with the help of an oxygen analyzer and gas detector. Atmosphere testing instruments should be able to measure the presence of carbon monoxide CO and hydrogen sulphide H2S.
Carbon monoxide 0 – 100ppm.
Flammable gases 0-100% LEL.
Hydrogen sulphide 0 – 50ppm.
Oxygen 0 – 25%VOL.
What is LEL?
Lowest Explosion Limit OTHER
What is load line items?
is ship equipment related to the load line that ensures weathertight integrity, boyancy, structure strength and crew protection for the safety of the ship, people and the environment.
1. Check Access Points: Access points at enclosed structures should be checked. All movable parts (clamps, dogs etc.) should be well greased. Gaskets and watertight packings should be checked for cracks and repaired accordingly. Rubber packings are integral in maintaining the watertight integrity of an enclosed structure.
2. Check Ventilators and Air pipes: Ventilators and air pipes (openings) should be provided with closing mechanisms. Check the installation if already provided and repair any damages. Often, heavy rusting eats up most of the flaps in which case they should be replaced.
3. Keep Deck Clear: Portable beams must be checked for efficiency and securing. Also, a habit must be inculcated of squaring up of used equipment. It reflects very well on the ship to have a deck free from unnecessary tools lying about.
4. Check Hatches: Hatches should be checked for being weather tight. Check booby hatches too for the same. The butterfly screw should be checked for easy movement.
5. Check Locking Bars: Locking bars, locking pins, hatch ventilators must be checked, de rusted and operated for free movement. As we all know, liberal use of WD 40 is always encouraged and helpful!
6. Keep Tarpaulins in Good Condition: Tarpaulins, if used to cover hatches, must be in top condition and of an approved material and standard. In fact, the same logic should apply to most equipment and/or materials used for the purpose of operation and maintenance onboard.
7. Check for Watertightness: Check manholes, scuppers and other similar parts enabling water flow for watertightness. The manholes must be screwed tight using the T wrench as far as possible.
Scuppers often get clogged over time and restrict the outlet of water, in which case, they should be cleaned. Also, plugs of the exact dimensions as the outlet should be used for closing.
8. Ensure Proper Working of Non-Return Valves: The non-return valves must be checked for working efficiency with respect to overboard discharge. Most authorities are rather stern when it comes to this.
9. Keep Machinery Spaces Clean: All machinery space opening on deck must be thoroughly
inspected. Keep the general appearance clean at these sections for they generally have patches of oil and other dirt.
10. Check Ports For Watertight Integrity: All ports under the freeboard deck must be strictly checked for their watertight integrity. Also, any and every freeing port should be moving freely. Inspect that shutters, hinges, pins are not corroding and are well lubricated and have free movement.
11. Repair Fractures: Fractures in guardrails and bulwarks must be repaired. In fact, irrespective of an impending survey, these areas ought to be in mint condition since they mean so much to personnel safety.
12. All Lines Should Be Ready For Inspection: The deck line, load line mark, load line, draught marks, important signages etc. should be de rusted and painted for inspection. The required job, when carried out, must be done under apt supervision and with full safety gear in play, as this job is most likely to involve being hung by the side of the ship. Keep necessary LSA on standby for any probable necessity that may arise.
13. All Safety Equipment Must Be In Order: All safety measures must be checked and then checked again! Nothing screams of efficiency more than a solid safety culture in place. Check all safety equipments, rig safety lines in place and overhaul any aspect of the safety setup as necessary.
14. Check Side Scuttles: Side scuttles below the freeboard deck and deadlights must be checked for watertight integrity. The rubber packing around the deadlights is of paramount importance and must be thoroughly inspected for cracks and fissures.
15. All Records Must Be Ready For Inspection: The load line certificate and relevant records should be kept ready for inspection on the final day. The stability information should also be kept ready to show adherence to the rules of loading/discharging and ballasting/deballasting. The Chief Mate should make sure that all appropriate keys are available and working in the event that the Surveyor asks to inspect any area. A reasonable manpower should be available at all times for a variety of jobs that may ensue.
Do you have experience of PSC inspection?
How do you prepare your ship for PSC inspection?
The below mentioned list is not exhaustive 1. Prepare well in time.
2. Use the appropriate PSC checklist.( Checklists prepared by Lloyd’s Register, USCG, various classification authorities or by the Company).
3. Carryout correct self inspection by various ship departments and IDENTIFY ALL DEFICIENCIES. Keep an additional officer to assist you as he can be an additional eye.
4. Pay particular attention to detainable deficiencies. List of detainable deficiencies are maintained by Company’s technical departments, flag states, various port state control authorities and
classification authorities. A list of detainable deficiencies can be very helpful in carrying out preparations for port state control inspection.
5. Inform owners/managers regarding any deficiencies well in time. Send your urgent requisitions well in time if required for a PSC inspection.
6. Start from scratch, checking all Certificates, Documents, Files, Manuals (Be very fanatic and avoid underestimating any short comings). Pay attention to the last inspection reports of various surveys, not to miss any pending requirements and recommendations in these reports. These reports and findings may be a year old and there are chances that some requirements are still pending and not attended.
7. Check of all requirements of Statutory Certificates; Loadlines, Safety equipment, Safety
Construction, IOPP, IAPP, Safety Management System, ISPS. Proper records of all maintenance checks carried out must be entered in PMS systems and required log entries must be maintained.
8. STCW,MLC 2006 requirements and checks to be carried out and maintained. Records of hours of rest must comply with MLC 2006 and STCW requirements. Daily update of rest hours must be maintained. Crew must have access to check their rest hours.
9. Ship sanitation and hygiene requirements according MLC 2006 to be carried out and maintained.
Special consideration should be given to food preparation and handling areas.
10. If vessel is preparing to USCG port state control inspection, requirements of CFR, Vessel General Permit(VGP), VGP log book, Non tank vessel response plans, Biofouling management plans, Ballast water management plan, Ship Security Plan, Oil record book, Garbage Management Plan must be taken seriously. Questions asked by USCG Port state inspectors to the Ship Security Officer and Crew with regard to Ship security are available on USCG Foreign Vessel MTSA/ISPS Code Exam Booklet.
Various FAQ’s with regard to VGP may be obtained from the respective Qualified Individual as they are very helpful in maintaining the VGP and VGP log book.
11. Cosmetic Upgradation of vessel. Main deck, superstructure and interior (very Important).
12. Keep repeating safety drills and trainings until the desired outcome is met (Log down all what you have done. Keep photographic evidence). Confidence build up will not be achieved unless the crew undergoes repeated drills and trainings.
13. Keep your documentation, files neat, clean and very systematic. Remember, the PSC inspector is a stranger and human, he does not need to get irritated or frustrated when he checks your
documentation. Use sticky notes, highlighters in your documents if practicable. Prove that you read and follow requirements. Files should have file separators and in correct order. Remember, Permit to work checklists need not be clean and typed. They are to be hand written and not to be very tidy as you are completing the checklist on work site such as entry into enclosed spaces.
14. Keep vessel in an extreme neat and pristine condition. Oil and grease stains on decks if any should be continuously attended.
15. Garbage storage area, bins should be kept in a very hygienic condition. No odor should exist.
View the garbage storage area as a “HOSPITAL CLEAN AREA”, then only the hygiene standard can be achieved. Overfilled bins not to be allowed, lids should be closed tight. Food waste must not leak into the bins (this usually happens with food cultures of Asia, Africa where food contains lot of liquid such
as curries). Use double bags, but do not let it leak. Make arrangements to land garbage if excess garbage is expected.
16. Maintain photographic evidence of all activities on board including maintenance, PSC preparations, drills and trainings.
17. Pay particular attention to the storage of paints and chemicals. Paints and Chemicals must be kept with the required PPE and MSDS sheets. Chemicals must be segregated according to the class.
Chemicals should not be kept in any location such as crane houses on deck which are used by stevedores. Lighting used in chemical storage areas should be type approved.
18. Carryout frequent checks and maintain the vessel for PSC inspection
19. Offer full cooperation and to the Port State Control inspectors during inspections