Chief Mates Orals report.

I’ve been very quiet recently, but things have been afoot! Last summer I decided that it was about time I went up for my Chief Mates, so worked out how much money I needed and how long it would take me to pull together and then booked myself on the Warsash Maritime Academy Chief Mates Orals prep course starting in January.

It’s been a hectic few weeks, as well as the Orals prep I had to do Proficiency in Medical Care, Navigation Aids and Equipment Simulator Training and Human Element, Leadership & Management courses. So much to learn and in so little time, I’ve had moments when I thought my brain was going to start dribbling out of my ears, but somehow I made it through and reached the day of reckoning….

Date: 10th March 2016
Time: 1400 start, exam lasted 1hr.
Examiner: S.Akthur – fill in examiner from Norwich

I had to have a chaperone, so once she had turned up he brought me into the room, made sure I was comfortable and went through all of the formalities. He asked me about my previous experience and said that for the purpose of the exam I will be a C/O on a RORO ferry. He didn’t give much away but did prompt for an answer when it was required. It all went really fast, while also feeling like it would never end, and I may have forgotten some things…

– You’ve been employed by a roro company and are joining a new ship as CO, what would you expect to receive before joining a ship? (SEA and information about the company, joining instructions)
– So what’s in your SEA? I talked about payment of wages, the MN Code of Conduct, Drug and alcohol policy and Onboard Complaints Procedure
– So if you have a complaint and it can’t be dealt with onboard, who do you escalate it to? I said the DPA and the company.
– What if the Company can’t deal with it? I said the MCA.
– Which part of the MCA? I didn’t know and he told me there is a MLC department in the MCA.
– What certification do you need under MLC? MLC cert and DMLC part 1 and 2.
– So you’ve joined the ship now, how will you know what your duties are? I said I would expect to get a full set of detailed handover notes and there to be a handover checklist in the SMS.
– Contents of the SMS
– Roll of C/O – Stability, safety, maintenance, PMS, crew hours..
– Passage planning – I mentioned the Bridge Proceedures Guide and APEM, loadline zones, weather/need to ballast, security…
– OK, so the 2nd officer has done the passage plan but doesn’t know how to put on the wheel over points, what advice will you give him? I’d advise him to look at the ships manoeuvring information which would have been put together during sea trials and get the advance, transfer and distance to wheel over point from that.
– Planning a Drill for a totally enclosed LB? Risk assessment, crew briefing, disengage power supply and put plug in, down to embarkation level, check hooks, FPDs, check over the side, lower to the water with no-one in it first…
– Ok so you’ve launched it safely, what about recovery? When the boats away from the ship’s side get the crew to reset and check the hooks.
– Would you launch the boat with crew in it or put the boat down without crew and get them to go down the embarkation ladder? No, if it was a normal drill I’d launch with the crew onboard.
– Put a piece of paper on the table and drew a box, weight 200 tonnes, 3m by 5m. Deck strength is 12t/m. He said that a shoreside crane is going to load this, can you load this weight? 200/(3×5)= 13.3t/m so no you can’t load it unless you spread the weight with dunnage, he asked if I’d done that on my previous ship, yes we did, not only to spread the weight, but to protect the deck surface as well.
– How I would find out about deck strength? Load Density Plan.
– Now you are loading it what do you need to take into consideration? I talked about it as if we were loading it with a ships crane, so angle of list, press up tanks, tend mooring lines, brief crew, risks assessment, secure loose items, inform everyone, take in gangway… Anything else? I drew a blank here
– What do you need to think about when loading your RORO? Security, stability – talked about when I was on a RoRo and when loading constantly checking the stability computer.
– What orders will you leave the 2nd officer when loading overnight? When to call me – if anything unexpected turns up, if anyone unauthorised tries to board, if the plan changes… Anything else? Errr….
– RoRos have their doors quite low down, what if waves started coming in? Ok, yes they should call me if the weather changes – if water gets on to the cars deck its very dangerous because there’s no internal subdivision and therefore lead to FSM.
– How do you know what you can load? IMDG DoC
– What other documentation would you carry ? IMDG Code, cargo manifests for all and for DG…
– How would you ensure everything was secure? I referred to the Cargo Securing Manual being the basis for lashing, but would add extra lashings if the weather was going to be bad.
– What’s the requirement for ships to carry the cargo securing manual? Every ship that carries cargo that may need to be lashed…
– He moved on to stability, asked me to explain an angle of loll with diagrams, so I drew the GZ curve and then a box diagram, talked about G being above M..
– What could cause an angle of loll? I thought we were still talking about loading a RoRo so I said loading the top decks first.
– What about at sea? If you use up too much fuel and water?
– Well all ships use up fuel and water, what else could cause it? Ice accretion.
– How will you deal with it? Remove ice from the high side/ballast on the low side so you make sure you don’t fall over.
– Ok, you’re going to go to anchor now, tell me why you’d do a running moor and show me how you’d do a running moor with this model. You’d do a running moor in a river or channel where the tide/ current is going to change, or if you’re anchoring in an area where your swinging circle is restricted. Stem the tide, drop windward anchor, run on paying out cable, drop leeward anchor, pay out on that and heave in on windward cable until they’re even.
– You’re at anchor and the 2nd officer is on watch, during the night you start to drag anchor, he can’t get the engines up and running in time and you go aground on a reef. The general alarm is sounded. What do you do? Get up to the bridge, make sure the master is up there and has the con and then go down to assess damage, get the fire party going, damage control team is I have enough crew, sound tanks…
– What else? Sound round outside the vessel, try to establish what kind of ground we’re on and consider options for refloating if there’s no damage.
– There is damage down aft, what else are you going to do? Assess the damage to the rudders and props, contact company and class with a view to Salvage with Lloyds open form…
– What else? Well my main priority is the safety of the crew and the ship…
– Ok But what else? Who would you tell? Flag, company, security message to all vessels in the area…
– What else? You’ve got a damaged tank down aft…. I realised he was after pollution reporting and control, so nearest coastal authority by the fastest means possible, within 10 minutes, get booms out etc..

– Finally we moved on, there was a line of buoys on the edge of the desk which I’d clocked right at the start, region A. He got me to stand up and told me the direction of buoyage and the direction of north and asked me to approach each buoy, identify what it was and which side I’d pass it on. He didn’t want the light characteristics. I was going against the direction of buoyage. I turned around a few times to look at it from the direction of buoyage to ensure I passed the lateral marks the right way, saying going with the direction of buoyage I’d leave it on my xxx side, so going against I will leave it on my other side. Isolated danger mark, port and stbd lateral marks, east and west cardianals, a preferred channel marker, (I asked if I could assume I was in the main channel – I was) and a fairway buoy.

– Gave me a radar plotting sheet and put an arrow on to show my heading (190) He then put two magnets on different points of the outer range ring. Asked what I’d do. I said that’s scanty information I’d continue to plot. Gave me two more plots for each and told me they were 6 minute intervals and asked me to put on W, I said I needed my own ship speed, he said 6 kts. That gave me 0.6’ per interval, so 1.2’ for the full plot. I used a pencil to measure off 1.2’ on the range rings and put on W for each. One was crossing from stbd, one was overtaking me on my port quarter so I said, I shall avoid an alteration of port for a vessels fwd of my beam and avoid an alteration of course toward a vessel abeam or abaft the beam so I will make a substantial alteration of course to stbd and put the vessel ahead of me on my port bow. He asked who’s responsibility it is to take action, In restricted vis – everyones!

– On to the smartie board – wanted to know what it was, day signal and fog signal and actions

– VSL engaged in towing tug under 50m tow over 200m on my port side, Diamonds on both vessels, sound signal one long, two short. Said I’d stand on. It then didn’t alter for me so I said, as it’s apparent he’s not taking action I may take action, Sounded 5 short and rapid and then altered to stbd sounding 1 short. Would you go to port? No as he may still alter to stbd.

– RAM vessel engaged in underwater operations seen from astern. Safe to pass on his port side, Balls and diamonds, one long two short. I will sound 2 short and alter to port to pass on his safe side.

– Vessel probably over 50m aground, 2 black balls, 3 strikes on the bells, rapid ringing of the bell for 5 secs, 3 strikes on the bell and if over 100 rapid ringing of the gong in the aft part of the vessel. Stop, call the master, plot position on chart, APEM to safe water.

He then said that the exam was now over and asked how I felt it had gone. I said I felt that my nerves had played a big part and I was disappointed in myself for not thinking of the pollution aspects of grounding sooner, especially as I’d been smashing Marpol when revising. He said I’d done very well and he thought I’d make a very good chief officer. And you have passed by the way!

Many thanks to the Warsash Lecturers and my coursemates, in particular my housemate Sam, having a study buddy at home was a lifesaver! Also thanks to the other Sam for doing my hair that morning 🙂

Now if anyone knows of any jobs available I’d be extremely grateful!!

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~ by size4riggerboots on March 14, 2016.

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