Question 1

Your examiner asks you to explain the draft survey process and how you calculate cargo loaded or discharged. Describe the method step by step.

Accepted Answer

Draft survey method: (1) Read all six draft marks (FP, AF, FM, AM, FP, AP — forward port/starboard, midship port/starboard, aft port/starboard) before and after loading; (2) calculate mean of means draft (correcting for trim and hog/sag); (3) enter hydrostatic tables at the mean draft to obtain displacement; (4) calculate density correction — the displacement in the hydrostatics assumes salt water (1.025); if in dock water of different density, apply a dock water allowance; (5) subtract constants (fuel, water, stores, ballast, crew, etc.) to get cargo weight. Cargo loaded = displacement after minus displacement before (both corrected for density and constants). The difference is the cargo quantity for bill of lading purposes. The draft survey is the primary method of determining cargo weight for bulk cargoes (grain, ore, coal, fertiliser) and is legally binding — it forms the basis of the bill of lading quantity. The accuracy of the draft survey depends on: (a) accurate draft reading (three crew members independently reading each mark, averaged); (b) correct trim correction (LCF-based correction to convert observed mean draft to the equivalent even-keel draft in the hydrostatics); (c) hog/sag correction (if the vessel is not straight — measured by comparing midship drafts to the mean of F+A drafts); (d) density correction using a hydrometer measurement of dock water. Typical accuracy: ±0.3-0.5% of cargo weight. The Chief Mate must understand the process because disputes between calculated and bill of lading quantities lead to cargo claims — a Chief Mate who cannot conduct or verify a draft survey cannot defend the ship's interests in such disputes.

Question 2

As Chief Mate, you receive a Dangerous Goods Declaration for 12 drums of methyl ethyl ketone peroxide (Class 5.2 — organic peroxide). The manifest states "Type C." Your examiner asks what your responsibilities are before loading.

Accepted Answer

Before loading Class 5.2 organic peroxides: verify the Dangerous Goods Declaration is complete and accurate (UN number, proper shipping name, class, packing group, flashpoint, emergency contact). Check the IMDG Code entry for MEKP Type C — organic peroxides have temperature control requirements (SADT — self-accelerating decomposition temperature) and require controlled temperature stowage. Verify the shipper has provided a Certificate of Analysis confirming temperature control requirements are met. Check segregation against other cargo — Class 5.2 must be segregated from flammable materials. Confirm the ship has the required equipment (temperature monitoring, fire extinguishers of correct type). Inform master and company if any requirements cannot be met. The Chief Mate signs the cargo receipt — this is a legal acknowledgement of receipt in apparent good order. Organic peroxides (Class 5.2) are among the most dangerous IMDG cargoes — they can decompose exothermically and trigger fires or explosions. MEKP (Methyl Ethyl Ketone Peroxide) is used in fibreglass manufacturing and is highly reactive. The IMDG Code Subdivision 5.2 lists organic peroxides by type (A through G) — Type A is prohibited from sea transport; Type B requires temperature control and specific packaging. The SADT (Self-Accelerating Decomposition Temperature) is the minimum temperature at which the substance will decompose in the packaging used — if ambient temperature approaches SADT, cooling must be provided. At Chief Mate level, the examiner expects candidates to know: (a) the special provisions for the specific cargo; (b) the temperature monitoring and emergency cooling requirements; (c) stowage requirements (often "on deck away from living quarters" or "under deck in a cool, well-ventilated space"). Responsibility is shared — the shipper provides the declaration, the Chief Mate verifies it is plausible and meets carriage requirements.

Question 3

As Chief Mate of a 15-year-old Handymax bulk carrier, your examiner asks about the structural hazards specific to bulk carriers and what pre-loading inspections are required.

Accepted Answer

Bulk carrier structural hazards: transverse frames and frames at the lower hopper angles are susceptible to corrosion — section loss reduces capacity to withstand cargo and water pressure; topside tank inner structure (frames, longitudinals) can corrode from condensation; hold bilge systems can become blocked leading to flooding; hatch coaming knees and corners are high-stress areas prone to cracking. Pre-loading inspections required: visual inspection of all cargo hold frames for excessive corrosion, cracks, or deformation; measure any suspect frame section loss against class thickness limits; inspect bilge wells and ensure suctions are clear; test bilge systems before loading; verify hatch cover weathertightness; check hold structural condition report in class records. A "substantiated doubt" of structural deficiency found by PSC can require survey before departure. Bulk carrier structural safety has been a major IMO focus since the catastrophic losses of the 1980s-1990s (Derbyshire, Flare, Melete, Arktea — all total losses with all crew). The Enhanced Survey Programme (ESP) for bulk carriers (IMO Res. A.744(18)) requires detailed close-up surveys and thickness measurements at defined intervals. But between class surveys, the Chief Mate has a duty of care to identify visible deterioration. The IMO Guidelines for Surveys of Aged Bulk Carriers (MSC/Circ.1040) and IACS common structural rules address corrosion margin and allowable section loss. In practice: a frame with visible wastage (deep pitting, section loss, deformation) in a high-stress location (lower bracket area, bilge strake connection) can constitute a class deficiency requiring steel renewal before further loading. The Chief Mate is the primary person on board with technical knowledge to identify these issues — if in doubt, seek a class surveyor before loading heavy ore cargo.