Question 1

During a loading operation at Hamburg you are supervising the loading of 2,000 tonnes of steel coils. A surveyor representing the cargo interests approaches and requests to attend alongside. Describe your management of this operation.

Accepted Answer

Allow the surveyor access to the cargo areas — they have a legitimate function representing the cargo interest and their attendance is normal practice. Ensure: your own tally count is running independently; your crew inspect each coil for visible damage as it comes on board (do not sign for damaged cargo without noting the condition); issue a Letter of Exception or claused Mate's Receipt for any coil showing damage; ensure the cargo is stowed and secured per the stowage plan and CSS Code lashing requirements; verify the surveyor does not interfere with the loading operation. When loading is complete, the Mate's Receipt reflects the actual condition received — this forms the basis for the Bill of Lading. Instruct the agent that the B/L must reflect the Mate's Receipt. Cargo operations management at Chief Mate level is as much about commercial and legal process as seamanship. Cargo surveyors representing receivers or underwriters are a routine feature of port operations — their presence does not mean a dispute is pending; they are performing due diligence. The Chief Mate's independent tally is essential: it is the ship's primary record of cargo quantity received. The Mate's Receipt (MR) is the document issued by the Chief Mate acknowledging receipt of cargo — its accuracy directly determines what can be stated on the Bill of Lading. A clean MR for damaged cargo creates a clean B/L which will be used against the shipowner at discharge when the receiver claims cargo damage. The correct practice: clause the MR with an accurate description of any pre-existing damage ("surface rust and impact damage to 3 coils in hatch 2, stow position B3-4"). The B/L should then be issued to reflect the MR. A shipper who refuses to accept a claused B/L is asking the master to provide a fraudulent document — this must be refused regardless of commercial pressure.

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.