ASM QUESTION & ANSWERS PREPARED BY JUMEED

AHMAD MALIK

QUESTION NO 1. how will you decide whether to claim or

not
Depends upon how much is claim .Keeping owner interest in
mind and following owner instruction .premium will increase
for the next year if owner claims. That is owner headache

should be as much amount claim that owner will get benefit if

he claimed keeping next year premium in mind also .Usually
master does not decide .Owner decides .Main factor is
deductibles per claim whether it is hull and machinery or p
and i insurance .Definitely, it will decide by owner we have
to inform owner and keep records and evidences ready. he
will decide basis on above

QUESTION NO 2 Types of b/l

1) Clean
2) Claused
3) Received for shipment
4) Stale
5)Split
6)Switched ​
7)Straight
8) To order

QUESTION NO 3 Passage plan checks as a master what all

points to see
Check clearing distances, closest land distances, areas of fire
practice etc, concentration of fishing vessels, utilization of
currents to maximise speed, any areas of concern and
reporting, nav warnings for the area .The usual stuff the 2nd
mate does but to oversee that he does it correctly .

QUESTION NO 4.Higher latitude what's master obligation w

r t nav dangers whom to report
Master to report ice sighting to ships in vicinity , competent
authority, Nav area co-ordInator through coast radio station.
Nav area Co-ordinater is national hydro Grapher , ukho
,taunton
Details of NAVAREAs are given in Vol.1 of the admiralty list
of Radio Signals (ALRS)
Ice, derelicts and other direct dangers to navigation:
1.1 ​The kind of ice, derelict or danger observed.
1.2 ​The position of the ice, derelict or danger when last
observed.
1.3 ​The time and date (Universal Co-ordinated Time)
when the danger was last observed.
As per solas chapter v Regulation 31 & 32 - Information
required in danger messages

Q UESTION NO 5: When bill of lading become actual

contract of carriage
when master signs Bill of Lading

QUESTION NO 6. Who takes care of the International LRIT

data exchange?
Flag state, Coastal states can get information after paying
some nominal price to Data Exchange
It is located at Lisbon, Portugal operated by the European
maritime safety agency ,

Question no 7. Is DMLC required for issuing interim MLC?

NO ,DMLC not required for the period of interim MLC

.Before getting a full term MLC, DMLC would be required

QUESTION 8.Latest IMDG amendment in force

Latest IMDG amendment is 38-16, voluntarily in force 1 Jan
2017 .But forcibly from 1 Jan 2018
As present, in force 37-15

QUESTION 9 :Examples of Obligatory Certificate ?

Suez canal tonnage Certificate& Panama tonnage certificate.

These certificates used for port dues and taxation
QUESTION NO 10 .When MTO IS Paid
it could be prepaid or at the port of dispatch or destination as
agreed in the contract of carriage

QUESTION NO 11. Deductible value in P AND I Insurance

in your last ship
Depends upon the how much owner will go for deductible and
premium. Less premium more deductibles.
In my last ship
Us$5000-from cargo claims, each single voyage
Us$3000-from crew illness and injury claims per port of call
Us $5000-from all other claims, each incident or occurrence

QUESTION NO 12. Container Explosion under deck.

Container cargo declared as general cargo by the shipper and
not as DG cargo. More than one cargo owners in the exploded
container involved. Hence explosion damage to other cargo
and ship. Who is liable?
Shipper

QUESTION NO 13. Which Recognised Organisation

approved under DG shipping
As per DG Circular 01/2011 for less than 5000 gt
1)IRS
2)ABS
3)DNV
4)GL
5)NKK
6)BV

QUESTION NO 14.Is loss of anchor to prevent grounding

GENERAL Average or not
NO, as there is no extra ordinary sacrifice .however if it
would have resulted when used as a ground tackle for vessel
already grounded .so then it is extra ordinary sacrifice

QUESTION NO 15. By what means will u confirm that the

plimsoll is in the right place on the hull?
By Load line certificate which is available outside sealed
envelope and also marking is permanently made below deck
line. It can be welded or riveted. Some ships have multi load
lines but only one plimsoll permanently marked the min
assigned freeboard one i-e summer draft. However, others
then can be stencilled or punched in line the main one. It all
depends upon administration how many plimsolls to be
permanently marked on ship side for multiple load lines.
There is a separate log on board provided by flag in which any
change made has to be endorsed. The reason being ships have
multiple load lines is to counter any deadweight or
displacement restrictions by some ports.

QUESTION NO 16. Special certificates and documents

required in USA
1) Certificate of financial responsibility like in USA and
California
2) Certificate of compliance from USCG or California
3) Vessel response plan
4) Vessel general permits
VGP permits you to discharge cargo from vessel. There is a
list of items that are allowed to discharge as mentioned in it
like deck water .For this, vessel need to maintain a file called
NPDES, National pollutant discharge emission control
system, issued by the respective state authority USA or
California. It is issued when ship arrives first time in US or
CALIFORNIA .She cannot start cargo discharge till she
finishes tank vessel inspection .Certificate is received through
online and record of certificate is maintained online. Owner
should put certificate number in his VRP. It is valid for one
year

Question no 17.what is accelerated turn

Ship accelerates from rest with engine full ahead and max rudder angle

Question no 18.what is AIS Buoys and Pseudo AIS buoys

A certain symbol appears on radar screen and ECDIS screen if AIS is integrated into these
equipment. The base station transmits a message with the intended positions which comes up
on the ECDIS display and radar display through integrated AIS. If there is any wreck
marking . VTS base station will put any navigational hazard mark as virtual AIS marking or
Pseudo AIS on that wreck position to warn ships not to pass through that place.

Question no 19. Company has several DOC from same class but different flag state what
about expiry date of DOC s .will it be same or different.
If flag accepts issue of DOC expiry can be same of other flag
DOC to maintain system of uniformity and harmonization. Mostly, IACS members are
recognised everywhere. so, different flag states can accept survey from that particular class
and issue DOCs and keep same date of expiries or if the new flag state recognizes the class
which has issued the previous DOC, then it will authorize the same class to issue a DOC on
its behalf to keep expiry of DOC same.

Question no 20.Emergency fire pump pressure requirement.

Pressure enough to deliver the required 2 jets of water. Capacity not less than 25m3/hr. And
not less than 40% of the capacity of main fire pumps. Operate for a period of 18 hrs using the
emergency source of power. Pressure of cargo ships 6000 gt to and above -pressure is 2.8bar
& 1000 to 6000 gt is 2.6 bar. For passenger ship 4000 gt and above is 3.2 bar and 1000 to
4000 gt, it is 2.8 bar. This
pressure is when using two main fire
pumps running simultaneously as per SOLAS. But is the same
pressure to be maintained for emergency fire pump. For cargo ships
less than 2000 gt, it is 15 m3 per hr

Question no 21. Duties of shipping master

1) Issue CDC
2) Carry out Cadet Indentures
3) Carry out Inboard and Outboard clearance
4) Keep check of Seafarers AOA
5) Conduct of onboard misconduct, death, Distress person
6) Any duties related to seaman as per ms act.
7) Handling of foreign nationality crew complaint.
Question no 22. Validity of interim certificate of class.
5 months
Question no 23. Vessel at berth facing very strong current
from astern and made fast fwd and aft 4 +2+1. Vessel need to
cast off and head to current with no tug & no Bow Thrusters

current

1)First keep vessel to single up to stern line

and fwd spring line
2)Use engine D.S. Astern and keep rudder
mid ship. Slag both lines
3) Stop engine. Cast off stern line as stern
comes out from berth and
Take stern line on board
4) Again D.S Astern .cast off fwd spring as
ship will laterally come out from berth
5) Give Dead slow ahead and hard over
rudder to port.
6) let go Port anchor and let vessel turn to
port
7)Turn vessel until vessel heads current
.heave up anchor .Rudder midship
​8) After anchor cleared from water. Engine S.ahead and
proceed

​current ​Current

​ ​
QUESTION NO 24 In a narrow channel .vessel is to berth
near bend in north west direction.she is coming from south,
current is from astern, how will you do berth a vessel .
Berthing stbd side will be dangerous .vessel has to berth on
port side using stbd anchor
1) Let vessel to go stbd side of channel and give Dead slow
astern engine and rudder harder to starboard .Due to
transverse thrust and current will let vessel to turn to stbd
2) Let go stbd anchor (upstream anchor) and keep it short stay.
This will turn vessel quickly to stbd
3) Give engine dead slow ahead and keep rudder harder to
stbd till the current is acting at stbd bow
4) Give, then stop engine and keep rudder amidships. Now,
vessel is heading towards current and send first fwd headlines
and aft spring lines simultaneously
5) Then send fwd and aft breast lines
6) Then send fwd spring and aft stern line

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7)berthing in following current is difficult as we have to use

the stern engine continuously to make stop in water. ship will
be out of control will come into transverse thrust. Berthing
stbd side is possible only with the help of tug when made
fast at stern

Question no 25. Person fell down in enclosed place .Action

Raise alarm. Do muster for immediate briefing. Proceed for
evacuation of injured person with scba donned .Person
recovered from tank using first aid stretcher and taken out
.Check out vitals. he is breathing but found unconscious
.Administer oxygen by resuscitator. Call on 38# by inmarsat
phone for Tele medical advice. Inform all details about
causality and present condition .Get instructions, if required
for helicopter evacuation. if so then prepare for helicopter
operation. keep person ready for lift up. If no helicopter
facility available within area .Then head to port of refuge after
informing nearest coast station via maritime assistance
service. If causality did not survive and declared death after
checking vitals and confirmed same through Tele medical
advice. Then , resume my course to next port .As Causality is
now dead ,No need to proceed to port of refuge .Inform the
port accordingly .Preserve causality inside freezer for sea
burial after enveloping him in plastic bag which is kept in
medical room for next port evacuation. Inform dg shipping
about causality within 24 hrs of occurrence. Inform company,
company will inform p and i club. Make list of deceased
person effects and belonging. Also inform to next of kin.
Inform shipping master. Try to collect evidences for the cause
of causality. Take photographs .Make official log book entry
with mate and one crew evidence and signatures. Be ready at
next port for preliminary investigation .conduct on board
meeting and suggest how the crew has to deal with the
authority. Instruct officer and crew to cooperate only p and i
surveyor for collecting evidences.

Question no 27. Bunker management after taking over

command. Bunkering in process. Action.

Confirm new bunker is not being mixed up. That , the bunkers
are being loaded in proper tank e.g. low sulphur in low
sulphur tank. Samples to be landed ashore. Not to use until
reports are received from lab. u re calculated the quantity
stemmed if found to be less equal to the amount required by
the owner as minimum quota. Then, vessel would not sail till
the time she is being provided with that much of reserve
bunker which is required by the owner SMS policy otherwise
take an indemnity from the owner to proceed.

Question no 28. At what speed manoeuvring trials conducted

as per IMO requirement
As per Msc137 (76) .It is 90% of service speed corresponding
to 85% of engine output

Question no 29. Bad weather due to( TLD )depression in

December month in North Atlantic Ocean

Question no 30. Certificates require only intermediate and

renewal
ISSC
MLC
SMC
Question no 31. Certificate with Life time validity
CSR
COR
TONNAGE
EIAPP
SAFE MANNING

Question no 32. Damage stability criteria for cargo ships

Bulk carrier
As per Ch 12 Solas reg 4
Question no 33. Risk assessment, paper chart to ecdis,
hazards
1.Unfamiliarity with new system, control measure; generic n
type specific training
2. System failure, control: back up ecdis or paper chart,
3. Worldwide coverage not available, control measure: back
up paper charts
4. System errors: training and backup
5. Overreliance: training, procedures
Question no 34.In what all condition smc is withdrawn
Survey not done
Major NC not resolved
Doc invalid
major incident on board

Question no 35. Can general cargo be loaded in bulk carrier

and containers on tanker?
yes, for loading general cargo in bulk carrier as mentioned in
stability manual and lashing manual .Necessary eyes are
welded for cargo securing . All dunnage to be certified
.Qualified workers and surveyor is appointed to check and
certify the lashings as per requirements ex Certificate for
Dunnage .Treatment of the wood out of which the dunnage is
prepared and Fumigated .it is called a Fumigation certificate
for dunnage"
Whatever is pre welded is included in lashing manual, New
things if required need to be approved by class. Then only we
can load general cargo on bulk carriers. Also type and number
of dunnage is given in stability manual and fumigation details
are stamped on the dunnage
Similarly, for loading container on tanker deck .on tanker
appropriate fire precautions etc, approved by class .As there is
usually no securing manual on tanker. Then all class approved
things to be included in new approved securing manual .But
yes, load capacity of fittings are to be certified.
Class will come and check and certify everything as no
existing certificate or fittings etc present and all on board
Question no 35A which ships are exempted from fixed fire
fighting sytem in cargo spaces.
Some bulk carriers are exempted from fixed fire fighting
system in cargo spaces as per Regulation 10.7.1.4 of chapter
II-2 states that the Administration may exempt the cargo
spaces of any ship constructed and solely intended for the
carriage of ore, coal, grain, unseasoned timber non-
combustible cargoes or cargoes which constitute a low fire
risk. It is granted only if ship is fitted with steel hatch covers
and effective means of closing all ventilators and other
openings to the cargo spaces. Such ships are issued with an
exemption certificate with the list of cargoes the ship is
permitted to carry attached to it."
question no 36. Vessel 20 mile from Australian coast engine
breakdown, action
Broadcast on vhf .send Urgency message to other ships in
vicinity. Display Nuc lights
Asses drift to check whether vessel is drifting toward sea or
not. if drifting towards sea then keep drifting and rectify
engines. if drifting towards land. Calculate how much time it
will take to anchor position and away from nearest shoal,
barrier reef or danger patch. With the same time assess
whether vessel can rectify engines. If not then prepare vessel
to drop anchor at safer place .it may be within 12 miles. Then
Report to AUSREP /Coast guard/port authority to avoid fines.
it is to involve less authority and finish job .As if u inform
first hand .your job will double as authority will start poking u

QUESTION NO 37 How to make distress message on sat c

he is saying to write down .Its full step wise procedure where
you select priority types of distress and sends it .What to write
on it
1. It must be sent after distress alert,
2. You must first type the message ,
3. Select the RCC
4. Select the priority as distress
5. When you change the priority from routine to distress, you
get the option to select nature of distress.
6. After selecting nature of distress, you can add additional
info like number of casualties and what special kind of
assistance is required etc, you can save the file.
7. Use transmits option and then loads the above saved file to
send it to the RCC

QUESTION NO 38 what is collision mat

This is usually a strong piece of canvas with spars secured on
two opposite sides or steel plate with rubber sheathing at
corners which can be clamped from inside hull . The mat is
usually rolled up and the lines led under the hull until it is
near the hole and then unrolled effectively sealing the holed
area and reducing the flow of water into the compartment. If
spars are not used the water pressure may prevent the `tarps'
(collision mats) from fully covering the holed section.
Collision Mats are designed to reduce the ingress of water to a
level where the pump discharge is of a greater capacity than
the flow of water into the vessel. Once control has been
gained, more permanent repairs can be undertaken.
Collision mat we can say it cannot stop leak completely but it
will reduce inflow hence giving more boon to the pumping
out part if it is a small rupture and dry can use cement box.

Question no 39. Why different heel criteria under ILLC and

MARPOL for damage stability?
ILLC is not for tankers. Tankers have a high integrity of
deck. That is why, it is 25 deg and 30 deg heel criteria for
tankers while for other vessels, it is 15 deg and 17deg.
.
Question no 40. What is WAAS
WAAS is an extremely accurate navigation system that utilizes a combination of global positioning
satellites and geostationary satellites to improve the GPS navigational service. It stands for "Wide
Area Augmentation System."
WAAS has an accuracy to within one to two meters. The WAAS Network uses over 25 precision
ground stations to provide corrections to the GPS navigation signal. The network of precisely
surveyed ground reference stations is strategically positioned across the country including Alaska,
Hawaii, Puerto Rico, Canada and Mexico to collect GPS satellite data. Using this collected error
information, a message is developed to correct any signal errors. These correction messages are then
broadcast through communication satellites to the airborne GPS receiver using the same frequency as
GPS.
The WAAS message improves the accuracy, availability and safety of the GPS

QUESTION NO 41. What is RAIMS

Receiver Autonomous Integrity Monitor (RAIM) is a form of integrity monitoring performed
within the gps . It ensures available satellite signals meet the integrity requirements for a
given phase of vessel. By comparing the distance measurements of a number of satellites, the
RAIM function can identify a satellite failure and issue an alert to the GPS. Without RAIM
capability, the Vessel has no assurance of the accuracy of the GPS position. A minimum of
five satellites is required to detect a bad satellite; at least six satellites are required to detect
and exclude a bad satellite from the navigation solution if your receiver has a fault detection
and exclusion (FDE) RAIM algorithm. The GPS receiver should also tell you when its RAIM
function is unavailable, at both present time/position and at any selected future time/position..
If you are using GPS to navigate an approach and you receive a RAIM annunciation prior to
the final approach waypoint, you may not have sufficient accuracy to complete the approach.
Question no 42 What is Satellite Based Augmentation System (SBAS)
The Satellite Based Augmentation System (SBAS) is an augment to the Global Positioning
System (GPS) to enhance the accuracy and reliability of position estimates. The U.S. version
of the Satellite Based Augmentation System (SBAS) has traditionally been referred to as the
Wide Area Augmentation System. WAAS covers nearly all of the U.S. National Airspace
System (NAS). Correction messages are broadcast by geostationary communication satellites.
WAAS allows GPS to be used as a primary means of navigation from takeoff through
Category I precision approach. The WAAS broadcast message improves GPS signal accuracy
from 100 meters to approximately 7 meters.
Question no 43. what is Ground Based Augmentation System (GBAS)
The Ground Based Augmentation System (GBAS) is an augment the Global Positioning
System (GPS) to improve aircraft safety during airport approaches and landings. The U.S.
version of the Ground Based Augmentation System (GBAS) has traditionally been referred to
as the Local Area Augmentation System (LAAS).GBAS is a ground-based augmentation to
GPS that focuses its service on the airport area (approximately a 20-30 mile radius) for
precision approach, departure procedures, and terminal area operations. It broadcasts its
correction message via a very high frequency (VHF) radio data link from a ground-based
transmitter. GBAS will yield the extremely high accuracy, availability, and integrity
necessary for Category I, II, and III precision approaches, and will provide the ability for
flexible, curved approach paths. GBAS demonstrated accuracy is less than one meter in both
the horizontal and vertical axis.

Question 44. How will you cancel false SSAS

Depress the button first. Inform CSO and Flag and cancel the alert. Send a mail to flag and
inform CSO on phone. Get confirmation from dg shipping and CSO.
Once the button is depressed the alert will no longer be sent. Get the confirmation same from
flag and CSO. Also see transmitter does not show green transmitting signal flashing

Question no 45. Why we use two steering motors in coastal waters

In coastal waters depth of water and available width for navigation will be less and also ukc
might be less due to which ship manoeuvring will be sluggish so both steering motor will
give quick response and better steerage. it is also a requirement of solas chapter 5
Question no 46. Can we send undesignated distress relay

Yes, we can send. Once we received undesignated distress

alert in HF area. We can relay same message to CRS in which
nature of distress is not known .Also we cannot edit the
message while relaying a distress alert. We will send it as is
received
Question no 47.Who carry out internal audit. Can master do
internal audit
As per clause 12.5,Internal Audit will be carried out by a
person not direct link to that company. Master can do internal
audit only of engine room department .but not of navigation
and deck, galley which is directly related to him. If company
is small and cannot afford to employ the services of an auditor
or it is impractical to do so. There is a leeway given in ism

Question no 48. Where will we find class A bulkheads In ship

Machinery spaces, escape routes, elevator shaft

Question no 49.Three major changes done by ISM

Company responsibility towards safety
Reduce accidents & human error
Master overriding authority
Shipboard PMS
Immediate response in emergency or contingency
Risk assessment
Question no 50. Ship owner’s liability to ship loss or
foundering
a)Liability towards crew repatriation
b)Compensation for loss caused by unemployment resulting from loss or foundering of the
ship. This should amount to the wages payable under the contract of employment times the
number of days the seafarers actually remains unemployed, but the liability in respect of any
one seafarers may be limited to two months’ wages for that seafarer;
(c)Compensation in respect of death or long term disability due to an occupational injury,
illness

Question no 51.When will master sign letter of indemnity.

Letter of Indemnity in return for issuing a clean B/L. No sign
to be done by master .it is to be given to master. Or Letter of
indemnity is the letter given by the charterer to the owner of
the vessel if the original BL is not produced at discharge port
so that charterer will not hold the owner responsible.
However, Pilot gets letter of indemnities signed by master
before proceeding in the channel .No indemnity letter is to be
signed by master. At first, He must reject it till the time he
will get written instructions by the owner

Question no 52.What are the contents of Chris code

Total -10 contents. It is used for chemical tankers. It contains
alphabetic list of various chemicals
1) Introduction
2) Components of Chris- hazards chemical data and
assessment
3) Various explanations of terms like chemical reactivity,
health hazards and fire hazards
4) Other information system like through IMO, NFPA-
National fire protection association, poison control centres.
5) Conversion factors
6) Selected Properties of FW, SW, AIR, ICE
7) Guide to compatibility of chemicals
8 )Index of synonyms with their compound names
9) Index of codes i-e various chemical abbreviations
10) Data Sources like for chemical hazard and fire hazard
Question no 53.IGF code is applicable to which ship
Ships using LNG or low flash point fuels for propulsion
where cargo used as fuel
Question no 54 How were inspections conducted before PSC
came into existence?
Article 25 of unclos gave first recognition to the authority of
member states to do whatever needed in their capacity to
ensure compliance with relevant rules and regulations with
regards to safety
Even before MOU were formally recommended, Paris mou
was already doing the job and recognition was given to their
efforts as per A.682(17). Article 25, Does not mention the
word port state. But it is implied
In 1978, a number of European countries agreed in The Hague
on a memorandum that agreed to audit whether the labour
conditions on board vessels were in accordance with the rules
of the Will. After the Amoco Cadiz sank that year, it was
decided to also audit on safety and pollution. To this end, in
1982 theParis Memorandum of Understanding (Paris MoU)
was agreed upon, establishing Port State Control, nowadays
26 European countries and Canada. In practice, this was a
reaction to the failure of the flag states - especially flags of
convenience that have delegated their task to classification
societies- to comply with their survey and certification duties.

Question no 55 What should be vessel speed needed for

helicopter operation?
As per guide to helicopter operations, the vessel speed should
be strictly as requested by the chopper pilot otherwise vessel
steerage speed
Question no 56 How to change anchor swivel?
Call for a big stable boat, lower the anchor and get it changed
Question no 57 vsl 20 mile from Australia coast, engine
breakdown. Night time 2nd mate calls u. Action
Ans: when 2nd mate calls, tell him to exhibit NUC signal,
follow standing orders. Broadcast security message on vhf for
traffic nearby, check area for any shoals,consider anchoring or
if vsl drifting to shoals then inform coastal state n ask for help
with towing
I was answering it as extreme emergency, he don't want
anchoring n calling coastal state as vsl is 20 mile n not obliged
to inform.You have enough time. After NUC, broadcast, first
action should be turn the vsl as u have momentum away from
shallows to buy more time for repairs. U r 20 miles check the
drift speed, give time to engineers, after 30 min ask c/e how
much time it will take n whether they ll be able to resolve it or
not.

Question no 58 Difference between ECDIS N ECS

Ecdis approved ENC
ECS charts or maps not approved

Question no 59. 2nd mate calls in the night. Ship listed to

port 4 holds damaged.
Tell 2nd mate to raise the alarm. Assess the extent of damage.
Now my first priority is to check ASAP whether ship will
survive damage or not. We send report to ERS. As we cannot
calculate it on board .we are taught only damage stability for
box shaped vessel. For ship shape will take hours for
calculation and we are not experts in such calculation and
quick response is must in such situation. ERS have experts
and software for these situations.

Question no 60. If u r called in a new company. How will you

determine ship is safe?
First of all visit company office, Meet Supt., Go through sms,
ask for class quarterly listing from where I will get
information about surveys done and pending, any condition of
class.
Then I will ask for internal and external audit report, from
there I will get NCs raised. Check how many pending. A good
company have a good safety culture onboard and near miss
reporting determine such culture. I will check near miss
reports, This will not only give the safety background of
vessel but company as well.

Question no 61 Contributor to Fund convention

First is Japan and second is India about 13 % contributions.

Question no 62. Weather in North Atlantic

TRS AND TLD

Question no 63. Can below convention size ships be detained

by PSC? if so under which regulation?
As per 1052(27).can be detained. They need to comply with
equivalent requirements at least to the same standard with
regards to their size. No more favourable treatment to ships of
non party states and to below size
Question no 64. Can you carry persons rescued at sea over
the SEQ approved number?
Yes as per Art- V, SOLAS convention. Carriage of persons in
emergencies. Notice of permission together with statement of
circumstances shall be sent to secretary general of IMO by
contracting government granting such permission.
Question no 65.Handing over time very little. Which is
foremost certificate checked and why
Certificate of registry, because change in new master name
and signature of master
Question no 66 Most Important things to check in Cargo ship
SEQ certificate other than validity & Form E
important items other than validity and Form E, are dead
weight capacity, type of ship,date of built, annual and
periodical survey endorsement, exemption granted or not.
Question no 67.What is TPA requirement
10% of total no of persons for each life boat or 2 whichever is
greater requirement.
Question no 68. Formal investigation is compulsory as per
which regulation
As per MS act section 358 to 360
Question no 69. Accident investigation mandatory as per
what
SOLAS chapter 1 PART C REG -21 in respect of causality
investigation
Question no 70.It is raining vessel aground .how to check
depth by head lead line
First we will check freeboard by hand lead line. Then we will
drop hand lead line to bottom when touches Sea bed and
check again at the level of deck plating and then finally
deduct with respect to freeboard
Question no 71 If no panting beams what would be instead of
that in forward portion
Perforated plate floors. With perforation area 10% of the area of the plate
Question no 72. Day and night signal required for sailing vessel propelled by machinery
Cone apex downwards and at night as a power driven vessel
Question no 73. How forward is strengthened
By panting beams, perforated plate floors, collision bulkhead,
breast hooks, pillars, wash bulkhead, stringers
Question no 74. What is life boat and life raft capacity of
passenger ship and cargo ship?
For passenger ships
Case 1- 50% life boat +50%lifeboat+25%life raft .total 125 % capacity for international
voyage
Case 2-30% life boat + life raft total 100 % + 25 % add life raft total 125 % for short
international voyage passenger ships
Case3- Administration case 37.5 % life boats + 37.5 % life boats % + 25 % add life rafts +
add 25 % life raft total capacity 125 % . Launching device on each side for life raft
Life boat can be accepted rescue boat provided launching and recovery arrangements also
comply requirement of rescue boat for both passenger ship as well as cargo ship
For passenger ship of 500 gt and over at least 1 rescue boat on each side
For passenger ship less than 500 gt, at least 1 rescue boat
Rescue boat capacity is 5 person plus one person on stretcher on each side
Launching device on each side for life raft
For ro ro passenger ship, at least one of rescue boat should be fast rescue boat

For Cargo ship

Case 1- 100 %LB + 100%LB (+100 % LR transferable) or (+ 100 % + 100% LR non
transferable) + 1 LR if LB are placed more than 100 mtr from bow. Total 300 % capacity
Case 2- 100 %free fall LB aft + 100 %LR + 100 % LR + rescue boat + 1 LR if LB are placed
more than 100 m from bow total 300 % capacity
Case 3- non tanker L <85 m 100 %LR transferable or (150 %LR + 150 % LR non
transferable) plus rescue boat + 100 % LB + 100%LB even if one LB becomes out of service.

Question no 75 Freefall life boat is mandatory for bulk carriers from July 2006 but why still
davit launched life boat is there.

Studies have shown that a bulk carrier can sink in a matter of minutes if the foremost 2 holds
are flooded and if the watertight bulkhead between those 2 holds give way. Hence they are at
a higher risk of crew not able to launch the davit lifeboat. Free fall lifeboat mandatory for
bulk carriers
Qusetion no 76 As soon as, vessel is ground can we try the full astern movement to see if
vessel can get out of situation and then go on a reverse course.
Once you are aground, if you force your engine, there is a possibility that vessel can get more
embedded into the seabed or worse if it is a rocky bottom you could make bigger holes into
the hull. so need to confirm the nature of bottom before we attempt for astern movement
correct. Also check depth with hand lead line, echo sounder before attempting astern
propulsion. If vessel grounded engine to be stopped immediately. Then check nature of
bottom type. Calculate tide and then attempt to refloat in rising tide.
Question no 77. Proportionater in foam system .how it works.
Proportionater is that mixing valve or inductor which mixes the foam solution with water in
right proportion. There are 2 kinds for high expansion, one which uses the air from the space
to produce foam as it comes out. The other utilizes air before and creates the foam before
delivery.
Question no 78. Countries which are landlocked and yet members of IMO
Afghanistan, Uzbekistan, Nepal

Question no 79. When Kitak Lim became secretary of IMO

Ist Jan 2016 for 4 years
Question no 80. Which imo convention has maximum signatories?
IMO convention 1948-171 signatories.
Question no 81. Certificates required for bulk carriers?
IMBC COF and DOC for carriage of dangerous goods in bulk, DOA for carriage of grain
Question no 82. In the container transport from Delhi to Singapore found damaged at
Mumbai port. So, liability of MTO will be 666.67sdr or 8.33 sdr because it has not travelled
waterway. But in contract must be there? Explain
For the leg if the damage is resulted on land, the compensation rules will be as per the
transport rules. If the damage resulted was during transit by railways, then it will be as per the
rules of the railway. In any case, It will be mentioned in the carriage of contract. Here, we
have to go with 8.33 SDR as sea route has not transited as yet. When there is a sea leg
transited and damage resulted then the liability will be 666.67 sdr per package

Question no 83. Vessel aground Security message transmitted on which channels mf and vhf

Security, security, security, All station*3 this is mt xyz Call sign *3 Vessel aground in
position Kindly keep clear Over. First Security message on Ch 16 and details of it on ch 13 or
any other channels. you need to broadcast on ch 16 so that it is not missed by nearby vessels.
Can't keep ch16 busy for long. For urgency, Safety and distress is ch 16 and channel 13 for
navigational warning.
Distress- indicates mobile unit or person in distress and requires immediate assistance.
Urgency - indicates very urgent message concerning the safety of mobile unit or person is
about to follow. Security - navigational or meteorological warning

Question no 84. Master drunk, CE drunk, all on ship drunk. Vessel went aground. who pays
for damage?
Hull and machinery as per institute clause, peril clause included for crew negligence. If crew
negligence is covered under insurance, then insurance will pay in the case where the vessel
becomes a drunkard. If all crew were drunk. Then, negligence can be on company’s behalf
regarding alcohol control if company has not put drug and alcohol policy. Then, it will not be
covered by insurance.
Question no 85. Is it required that stowage plan to be endorsed by flag state for loading grain
Vessel without DOA
Question no 86 Engines failed at half astern vessel going astern, lot of weight on cable.
Action
First let go another anchor and brake tight immediately and let cable hold at two shackle.
Then pay out more cable of first anchor up to say 8 to 9 shackle when cable becomes to
taught. Brake tight it immediately. Vessel’s speed will reduce gradually. When there is load
on cable .Pay out second anchor till say 6 shackles if winch power is available otherwise let
go and immediately brake tight. Then, vessel will come slowly to stop position. Heave up
second anchor fully back when engines are ok and generators are available .and adjust cable
of first anchor say up to 6 shackles. Make sure anchor has been brought up
Question no 87. How will you determine that weights onboard during undocking is same as
during docking
Basically you ensure that arrival and departure ballast is almost identical. It is impossible to
keep same ballast to the tonne. The only additional weight you can expect is that fresh water
tanks may be filled up more than they were before arrival
Question no 88.what is the requirement for alternate hold loading of bulk carriers carrying
high density cargo.
Regulation 14 of solas chapter 12, Alternate hold loading is allowed only if the bulk carrier
can withstand the flooding of any one cargo hold and if its structure does not meet the
construction criteria. Then in that case, no cargo hold can be left less than 10% of cargo hold
maximum weight in full load condition
Question no 89. Chemical composition of DCP powder
Sodium bicarbonate, potassium bicarbonate and urea potassium bicarbonate
mix of ABC dry chemical powder is ammonium phosphate and ammonium sulphate, the
former being the active one
Question no 90.Fixed DCP for gas carrier. Explain
Fixed DCP system contains two independent unit DCP tanks
with four Nitrogen bottles acting as propellant attached to
each unit in DCP compressor room. Pilot cylinders of N2 or
co2 are present at the Hose station or near at the foam monitor
on deck which after opening release the N2 or Co2 to
pressurised propellant Nitrogen cylinders in DCP room for
activating them and also to the distribution manifold for
opening valve of discharge pipe. After activating N2 cylinders
in DCP room, N2 pressurises the DCP tank from top and
fluidizes the powder through nozzles located on the lower side
of DCP tank and same nitrogen from nitrogen cylinders also
opens the discharge valve of DCP tank. The pipe line pressure
will be found around 0.9-1.0 Mpa bar. DCP powder comes out
from bottom of DCP tank to the foam monitor or hose station
via distribution manifold and constant pressure is maintained
by upstream reduction valve.dcp can be operated remotely or
manually in DCP room. Release of the system cann be
remotely operated from the release boxes utilising a nitrogen
pilot cylinder or alternatively manually operated at the dry
powder unit.
Fixed DCP requirements are as follows:
Vessel’s cargo capacity of 1000 m3 or more two independent
and self contained DCP units and less than 1000 m3 one DCP
unit. Capacity of monitor should not be less than 10 kg/s.
Discharge rate of hose not less than 3.5 kg/s Length of hose
should not exceed 33m. Two jets of hoses should cover all
area on deck. Water spray rate horizontal area 10l/min/m2 and
for vertical area is 4l/min/m2

Question no 91. Who is funding SAR operations

In India SAR is carried out by the Indian coast guard .so, it's the central govt of India that's
funding it .Same applies to other countries as well
Question no 92.Difference between LOF 2000 & 2011
Difference between LOF 2000 and 2011 is Addition of clauses 13 14 15 in LSSA clauses for
container cargo Within 14 days lof copy to be send to lloyds council Proceedings can be put
online now Within 21 days notice and reason by salvor can revoke info in public If in
carriage one of cargo was low value .It may not be accounted in final adjustment of salvage
award
Question no 93 Mangalore port arrival , cross currents 3 knots , wind force 6 to 7 knots ..
pilot tell to come on ur own inside break water .what will u do ?.
Since the wind force is high, pilot will not be practically able to board outside anyway. Hence
master should do a formal risk assesment in consultation with the owners and with additional
precautions such as additional tugs escorting from outside,the risk factor may reduce and
after getting approval from office master can take the vessel inside with additional tugs.
where pilotage is mandatory n master does not take pilot, then problem, but if weather is
rough, he can refuse or can proceed inside. In mangalore port pilot will board the vsl but you
have to come close to break water where weather is ok for boarding pilot. But you have to
keep contingency in place. Tugs to be stand by before pilot. Will go upto point of no return.
So the owners need to.be informed, who inturn will inform the insurers of the fact
Question no 94. Which ships shall be fitted with vdr and for which ships SVDR is there
Cargo ships 3000 gt and more VDR. Cargo ships may carry SVDR
Passenger ship and Ro Ro Passenger ships carry SVDR
Question no 95.What is difference between PSC action code 30 and code 17
Code 30 is detainable and code 17 rectify prior departure. As per indian psc form only code
10, 18 and 30 can be used for ism.In case of code 30, the flag state needs to be notified and
the psco will board only after the ship is inspected and surveyed by the recognised
organization and deficiency rectified. in case code 17 if it does not justify to board psc on
second occasion.then action taken code 17 shall be a point of attention to the next port of call
Code 15 rectify deficiency at next port.And if psc boards on second occasion if rectified
strikes on code 17 and write below code 10 Deficiency rectified.
Question no 96 If stowaway is not accepted by the port, then he has to be kept onboard and
to be disembarked at next port of call as accepted.
Master has to notify flag state of the ship the reasons for refusing stowaway disembarkation
Inform ship owners.
Inform p and I club
If there is any formality pending .then p and I and ship owner will arrange that formality. then
disembarkation is possible
Keep stowaway onboard .disembark him in next port
Question no 97. Difference in MLC and STCW rest hours
Stcw has a provision to reduce the rest hours to 70 hours over a week
Stcw only speaks of rest hours and not of work hrs
Question no 98.Total no of states in IOMOU
17 countries excluding Ethiopia is a observer and three not accepted like Seychelles
Question no 99. Who feeds in the details in EPIRB such as MMSI number etc
20 cm height se Radio survey technician
Question no 100. Where do u find the details of anodes onboard
There is a plan for tank protection and cathode protection system
Question no 101.What is the requirements for anode spacing as in how far will be placed

Question no 102. CLC applies to what size vessels

It applies to all oil tanker .vessel carry above 2000 mt of oil need to have insurance.bunker
convention applies to 1000 gt and above. Less than 2000gt ship will still pay but no financial
certificate required. That will be covered by P and I only
Question no 103. Buoy for wreck
Emergency wreck buoy.
Alternate yellow and blue stripes
Alternate blue and yellow lights
1 second blue then gap of 5 seconds then 1 second yellow then gap of 5 second in that order
Question no 104. How is multimodal transport document different than BL
Main difference is that mtd is signed by the mto or a person authorised on his behalf.
Bl signed by the master or in the case of early departure procedure, the agent as authorised by
the master. Mtd is valid for all legs of the voyage while bill of lading usually issued for the
sea leg of the voyage.
Question no 105 what is validity of interm DOC and interm SMC
Interim doc maximum 12 months while interim smc for 6 months but can be extended further
6 months in special cases.
Question no 106 Latest amendments to MLC
2014 amendments
Rpsl and company needs a financial security or insurance for repatriation of abandoned
seafarers and also for payment of 2 months wages.
Also compensation for disability
2016 amendments
Prevention of onboard harassment and bullying.
Use of publication published by ITF and ILO together which deals with prevention of
onboard harassment and bullying at work.
Question no 107. Case study of bulk carrier. Master not to load bulk cargo if he is not
aware of characteristics of cargo.
Shipper should provide accurate TML before shipment .master to follow strictly Imbc code
guidelines and to carry on board test like can test to find out cargo moisture. Master to follow
company cargo safety manual for acceptance of bulk cargo. The enough samples to be taken
by surveyor to determine proper moisture content. Master should seek for port of refuge if he
found liquefaction of cargo. Report to company. Report to coast guard .coastal radio station
.and get assistance. In this case master should not anchor outside as he was aware he has
cargo which can liquefy. Master should have been aware weather outside will make vessel to
capsize. He should do all to clear the cargo .and use his master overriding authority even
there would have been commercial pressure.
Question no108. Case study on collision avoidance.
As a master we should instruct officer to use at most minimum communication while
navigation. it leads to miss communication and errors which led to collision. Use of
navigation aid like AIS is better to be used for overcoming this problem but not solely
depend because information of another may not be feed correct. Use Radar, ARPA and look
out for collision avoidance .avoid communication by vhf as possible

Question no 109. Case study on ECDIS grounding

To avoid ECDIS grounding master should first check passage plan on ECDIS .the passage
should not pass less depth than draft. Passage plan should be checked for navigational
hazards using ecdis check route function .setting of safety contour. Safety depth and draft to
be properly put in ecdis .Master to make sure overtaking oow must check intended route
while discussing in passage plan briefing .look out man reporting to be good. ecdis audible
alarm to be operative. Scale of enc to be of proper scale so as not to miss out any dam thing.
Company' sms policy of bridge watch keeping and safe navigation to be implemented.

All oow must be properly trained with specific equipment training of ecdis
Master should able to do cross questioning to his mates by his technical and professional
knowledge. Master should be able to give guidance to 2nd mate how the passage plan to be
made on ecdis .using ecdis all information of chart symbols to be kept switched on
Question no 110.Constant Radius Turn
.For constant radius turn we know initial and final course and how much radius of turn we
have to keep from island or object. We should know head reach ie distance travelled by
vessel after altering course and before commencing turn. Which is distance to overcome
inertia? Usually we take one ships length. it lies between .1 and .15 NM. We have to actually
find out how much ROT we will keep. that we calculate by formula.ROT =V/RX. 96 where v
is speed and R is radius of turn.

Question no111.To which particular ships cargo ship safety certificate is issued.as we have
seen mostly SAFECON and SEQ separately
Vessel have an option of combining SAFCON,SEQ and Radio together to obtain a cargo ship
safety certificate under solas. Usually ships opt for separate option for ease of maintaining
surveys
Question no 112.Difference between ELSA and EEBD
Question no 113 What all checklist done before undocking of tanker Vessel Apart from pre
departure and critical operations
Follow company undocking checklist.
Main concern is removal of grease and plastic from transducer

Question no 114 Free fall Life boat minimum depth

Not defined depth. studies have shown will never be deeper than own vessel draft.
From you tube , Could not see boat going deeper than around 1.5 to 2 mts below the water
line
Question no 115.what was there before SOLAS
Local rules only, SOLAS came after 1914,1929,1948,1960 and then 1974
Question no 116.why steam not used as a fixed fire extinguishing system
Steam has static risks.no cooling

Question no 117. Vessel 3 miles from US coast anchored .pump room HL bilge alarm came
.what is your first action as a master
Tell chief officer to check gas, start high level ventilation and then issue pump room permit to
check inside. Then if flooding water in pump room then inform USCG because vessel is not
seaworthy. Take advice from ERS for full flooding of pump room. Inform company for
drivers. If space onboard then transfer this water to any tank not required to be slops. Inform
all concerned
Question no 118.which MSC session this year
th
96 session in May 2016
Question no 119.Last IMO assembly session
th
Last was 29 session on 23 November 2015.next will be in 2017.Every 2 years
Question no 120.what is QI.
Qualified individual. It is US requirement of appointment of an authorised agency to look
into matters of pollution and subsequent reporting. Reporting to uscg is as per CSR since we
carry these on board.
Question no 121. Single most action when seas from quarter and vessel rolling heavily
Reduce speed
Question no 122 who sign BL on container
MTO
Question no 123.Is certificate of class is mandatory
Name is not in SOLAS and as per MSC circ 1462 signifies that classification is not
mandatory.
Question no 124 .Difference between open hawse and open moor
Open hawse is an aspect of cable ½ points where both anchors are out but not fouled
Open moor is one point on each side.
Question no125. What will you check with respect to documentation prior departure port
Port clearance
Caro documents
Bill of lading copies
Consignee copies
Vessel copies
Certificate of quantity, quality etc
Time sheet and other docs to be signed
Ship and shore time sheet to be checked and signed

Sample receipts
Letter of protest. All lop to be signed
Question no 126. U arrived 2 days before laycan when to
render nor
Nor tendering clause as per voyage order.

Question no 127. What is your liability as a master other than company responsibility where
all will you check
SMS
Master Responsibility
Also when approaching port etc, it is also given in port regulations etc
Question no 128.How will u identify NUC vessel in RV
VHF and AIS status
By radar with speed showing drifting
Question no 130. Requirements and procedure for becoming an mto in india?
Shipping companies and Freight forward companies can go for MTO. Turnover of last three
years 50 lakh or more for registration. In case other company not following above share
capital should be 50 lakh or more.
Applicant to submit turn over certificate duly signed by charted accountant and should have
offices agent’s representatives in at least two countries.
Question no 131 what all tests for scba
Visual
Leak
Sealing
Audio
Question no 132 Pakistani vessel does oil spill on Indian coast while going to Singapore who
will pay for clean up
Ship owner will pay as Owner is liable, if clc is not enough then Fund
Firstly owner has to arrange for cleanup .who is going to pay will be decided later.
Be diplomatic with your answer .
Question no 133. Reporting of dangerous good
As per article 1 of marpol annex 1
Resolution a.851(20)
And solas chapter 7
Question no 134 Accident investigation mandatory as per what ?
Solas chapter 1 regulation 21
Article 94 of UNCLOS
Solas chapter 11-1
Question no 135 Resolution nos to be remembered
A.741(18)
A787(19)
A1052(27)
A1071(28)
A1072(28)
A1047(27)
A1049(27)
A883(21)
A1104(29)
A949(23)
A950(23)
A959(23)
A601(15)
A851(20)
A871(20)
A1026(26)
A1025(26)
MSC353(92)
MSC CIRC.1245
MSC CIRC.1462
MSC CIRC.1228
MSC 287(87)
MSC CIRC.1318
MSC 137(76)
Question no 136 If oil spill overboard. Should we make entry in official log book
In official as well oil record book
Question no 137 Amendments to SOLAS regulation II-2/10, concerning fire protection
requirements for new ships designed to carry containers on or above the weather deck.
All new ships designed to carry containers on or above the weather deck shall be fitted with
at least one water mist lance, in addition to all other fire protection arrangements that should
be provided on board as per existing regulations.All new ships designed to carry five or more
tiers of containers on or above the weather deck shall also be provided with mobile water
monitors, in addition to the water mist lance mentioned above and all other fire protection
arrangements that should be provided on board as per existing regulations. Ships with a
breadth up to 30 m should be provided with at least two mobile water monitors and ships
with a breadth exceeding 30 m or more should be provided with at least four mobile water
monitors.
Question no 138. What is pyrophoric oxidation
Rapid exothermic oxidation will radiate Heat and light when concentration of H2s gas
exceeds and present in free oxygen tank. Tank iron oxide converts into iron sulphide and iron
sulphide exposed to air oxidation takes place which produces free sulphur or sulphur dioxide
.due to this oxidation generates heat and even light is seen from tank
Question no 139.what is new Jason clause
In the event of accident damage disaster to ship before and after commencement of voyage
whether by negligence or not or carrier not responsible. Consignee consignor and carrier all
will contribute jointly and participate in GA
Question no 140.what is the reason for carrying both bunker and CLC certificate
As per A1055(27)
The reason why clc and bunker both are required :
Prevent administrative delays
Bunker convention more comprehensive but still ambiguous
Avoid any confusion in the interpretation of the respective states
So basically bunker clc cover all bunkers while clc oil only heavy oil, and nowadays mostly
gas oil used so bunker clc is must for oil tankers also, is that right?
Question no 141.Precautions in English Channel as a master
Recheck passage plan before entering the waters
Conduct a pre arrival briefing with the navigating staff
Ensure master call points, dangers, reporting, high density traffic area are marked properly
Explain master’s standing orders
Try out ships engines prior arrival, steering n bridge equipments
Company coastal water navigation checklist to be followed
Extra look outs, crossing ferries, shallow & deep route tss, oushant TSS Dover strait TSS
crossing traffic
Radars on optimum performance as low visibility fog might be encountered
Also heavy weather precautions
Marpol annex 6 and 5 special area, notice to engine room for changeover to be mentioned

Question no142. Various forms of CSR

Form 1 is not only for a new ship but it could be issued by the administration after an
amendment.
Form 2 is the record of amendment to be made by the master or company.
Form 3 is the index of amendments which needs ti be attached with the form 1.
As soon as an amendment is made it needs to be communicated with the flag state who will
issue a new CSR sequentially numbered
Question no 143.When incineration is not allowed.
Prohibited inside ports, harbours and estuaries
Question no 144 Is CSR a mandatory certificate .can psc detain if master Could not present
CSR.
Csr is a requirement of solas chapter 11-1 reg 5.Yes ,if you don’t show to psc.
Question no 145. Ship anchored in special area more than 12 mile, can we discharge
comminuted food waste
As per regulation 7 exceptions, yes we can discharge gabage food waste,There is an
exception .So the answer should be only if it is a health hazard And same to be recorded.
Flag state also can give dispensation for that. It's written if it possess health hazard then en
route requirement can be given leeway.
Question no 146.how amendments are enforced
By tacit acceptance.
Question no 147.initiall draft survey 500 mt constant. What LCG & VCG you will give me
When a ship comes in ballast condition we have the draft from that we can get the
displacement and LCG.
There total constant is =displacement x LCG (from above known draft.
Total longitudinal moments=sum of all individual longitudinal moments .which include all
weight viz ballast, bunker, constant, Fresh water.
We know all other weights and the corresponding LCG of compartment except constant.
Weight of constant can be subtracted by all other weights from displacement.
Now total longitudinal moments =LM1+LM2+LM3+.......
Therefore longitudinal moment constant =total LM-(LM1+LM2+...)
WT of constant X LCG=Value of Longitudinal Moment of constant
Therefore, LCG =value/wt of constant

Practically weight of constant can be checked by comparing it with draft before loading and
during loading operation. That is what we did to find the constant

Question no 148.why we need chapter 18 for IBC code.

Although the chemicals listed in this chapter fall outside the scope of the Code, the attention
of Administrations is drawn to the fact that some safety precautions may be needed for their
safe transportation. Accordingly, Administrations should prescribe appropriate safety
requirements. it they may require some safety precautions for safe transportation

Some comes under cat z of marpol. Therefore subject to requirement of annex ii

Question no 149. What are penalties if we don't send reporting through AMVER INDSAR
like that
Amver is voluntary. But if mandatory like INDSAR and INSPIRES.There could be fines
against the vessel. Mandatory reporting vessels are subjected to fines n boarding by psc eg
WETREP
Question no 150 Why is shore based maintenance of GMDSS required in case you don't
want what other means
We can take Onboard maintenance capability .You need to have atleast 2 of the following for
area A3 and A4 :
Duplication
Onboard maintenance
Shore servicing
Since, General Operator certificate holders qualify only to operate and not carry out
maintenance .We have shore based maintenance and duplication mostly. You need a class 1
radio for full onboard maintenance capability and class 2 for partial onboard maintenance

For A1 and A2
No such requirement
However, the vessel should be able to send distress alert by at least 2 independent means each
using a different mode of transmission as per GMDSS
Question no 151. What is Nairobi Wreck convention?
Adopted 2007
In force 2015
Applicable in eez, parties can extend to their territorial sea
Compulsory insurance or financial security
Limits as per llmc max
Owner can limit liability due to act of war, sabotage or when authorities have not maintained
the aids to navigation
State can claim costs from the owner upto 3 years and no action can be taken after 6 years
Owner not liable under this convention if it clashes with clc, hns, bunket or vienna
convention for nucler damage
Owner to pay for location, marking and removal of wreck
Certificate of insurance or financial security to be available onboard at all times for ships of
300 gt and above
Question no 152. Passenger certificate A and B mandatory or statutory
No such requirement of certificate A and B in the STP agreement .So, it is only an Indian
requirement. So, it is only the law of the state. Hence, statutory Certificate
Question no 153 Validity of ship station radio licence.
In india it is every year to renew certificate

Question no 154.What is periodical survey

In radio surveys, the old system of surveys have been carried forward in new HSSC, that is
why they are known as periodical Radio and their renewal was at 2 yrs but after HSSC they
come under 5 year that is why periodical .Periodical is checking everything as like renewal

Radio equipments all things are checked means in radio certificate every year there is
comprehensive checking of radio equipments. Similarly safety equipment also all equipments
are checked periodically ie annually .Annual survey is not such thorough inspection
Question no 155. How much pressure in cylinder and pilot
bottle?
56 bar at 20 deg c
Question no 156.How many pilot cylinder are required to release fixed co2 system?

Question no 157 .Is HNS convention in force.

Greece also signed the treaty, subject to ratification, on 31 October.
The 2010 HNS Protocol will enter into force eighteen months after the date on which the
following conditions are fulfilled:
(a) at least twelve States, including four States each with not less than 2 million units of gross
tonnage, have expressed their consent to be bound by it; and
(b) the Secretary-General has received information in accordance with article 20, paragraphs
4 and 6, that those persons in such States who would be liable to contribute pursuant to article
18, paragraphs 1(a) and (c), of the Convention, as amended by this Protocol, have received
during the preceding calendar year a total quantity of at least 40 million tonnes of cargo
contributing to the general account
Question no 158.How will you carry out Bulk carrier loading.
Measures will be check stresses if stresses more adjust by ballast .prefer sequence 1 3 5 partly
.call mmd surveyor for checking heeling moment .check intact stability condition.check it can
with stand after final loading any one compartment if get flooded that ship will float and
flooring other damage stability criteria.calculation to be after loading grain .intermediate after
ballast and before reaching port.vessel should have loading manual .DOA if not get stowage
plan endorsed by mmd surveyor.partly filled compartment to be secured by lashing strapping
bundling saucering .All other tanks loaded are fully trimmed so no problem to them.
Question no 159.what are the COF annual survey
Approved loading and stability manual available on board
Approved damage stability manual available on board
Approved P and A manual available on board
Company SMS on cargo operations available
Cargo Record book available
Previous COF available
All other class approved plan regarding cargo equipments available
Loadicator test carried out
UTIS checked and certificate available
Remote ullages compared and records available
Ballast water management plan on board
Odme test
All alarms on framo panel tried out
N2 plant alarms tried out
Pressure and temperature sensor on tanks working
Operation of pumps
Operation of ballast pumps
Deck fixed Fire fighting system tried out
Condition of pv valves
Condition of block n bleeds valve n2
Overboard discharge valves checked
Heat exchanger and tank cleaning machines checked

Question no 160. What is this vertical zone of passenger ship

Vertical zone means a section of length and width not exceeding 40 mtrs as per solas

The idea of fire zones is to facilitate the location of fire and assist in fire fighting
Depending on the purpose the area serves the protection against fire is given accordingly
The qn was also how will you decide .It will full horizontal deck .But in passenger
ship there is vertical description .Area will be covered by bulkhead and fire doors

Question no 161.what cross flooding arrangements are in cargo ships.

Cross flooding is an arrangement on ships for easy transfer of ballast from one side to
another...very similar to anti heeling tank. Have a equalising valve in between by which u can
reduce the listing effect. No separate lines for both ballast tanks which can be crossed over
only in pump room. For cross flooding u always have some by pass valve or equalising
valves from port to stbd. An arrangement which enables to decrease the angle of heel after
flooding , when compartment on one side of a ship is damages and flooded the corresponding
compartment on opposite side may be flooded. According to Miranda, all ships have cross
flooding arrangement
We have common line which can transfer ballast from one tank to another by opening tank
suction valve. or some ships may have cross over valve if not common line for transferring
ballast .but tankers is not having cross flooding arrangement. it is in passenger ships. Where
vessel if heeled will automatically or by equalising valve opened up and transfer ballast to
opposite tank within 10 minutes. They have flooding pipelines or ducts for this arrangement
in container they have anti heeling tank system
Question no 162.Ballast Air vent construction.
The air entry is from top. if vent get submerged in water. Rubber disc will float and seal the
entry on top hence no flooding then. Air escape is from top right. The air escapes from the
top through the sides and the float or ball sits in pace. When water enters it will lift the float
or ball and seal the entry of water .But its a critical item on tankers especially for inspection
purpose and another imp aspect is wire mesh in this.
Question no 163.what is SDR. How is it calculated
From 1 oct 2016 Chinese Yuan is also added. So that makes it a basket of 5 currencies
Chinese renminbi is the name of the currency, but the unit of currency is Yuan
Presently, 1 USD gives about 1.39 sdr. For Calculation we have to check the imf website

Question no 164.what is SHOE.

Shoe is in fwd area joining keel and stem of vessel
Question no 165.what is coffin plate
Coffin is after most plate connected to keel and shoe plate
Question no 166. What is gusset plate?
Gusset Plate A bracket plate lying in a horizontal, or nearly horizontal plane. A tie plate, used
for fastening posts, frames, beams, etc., to other objects.
Question no 167.what action if any bridge equipment becomes out of order
Since bridge equipment is not working, same needs to be informed to coast guard and
mentioned in pre arrival notification. Ensure to make a failure report and request technician
attendance. If you have planned for repairs there i think dispensation is not required.if repair
available next port only then required? But if this was the case of a gmdss equipment like sat
c. We have to inform psc. Then, definitely dispensation would be required until repairs are
effected. They told to send report. Technic persons joined but spare not available
Question no 167 CAS and CAP survey still there?
CAS was mandatory and cap was voluntary, and it was applicable to single hull tankers ,
since single hull tankers are now phased out I think it's not applicable. CAS was for single
hull oil tankers. Cap is voluntary service by class
Question no 168 .when MLC came in force in india
New ,ms notice about MLC came. Mlc in force for Indian flag ship from 09 Oct 2016. Ships
with valid statement of compliance can get MLC certificate without any survey, but they need
to be surveyed prior 09 /10/2017.
Question no 169.Buoy without top mark
Capt Muduli asked a candidate to identify a buoy without top mark.Then he told him why
you did not say that top mark is missing
Question no 170. Various INCOTERMS 2010.
EXW (Ex Works) The buyer bears all costs and risks involved in taking the goods from the
seller’s premises to the desired destination. The seller’s obligation is to make the goods
available at his premises (works, factory, warehouse). This term represents minimum
obligation for the seller. This term can be used across all modes of transport.
FCA (Free Carrier) The seller’s obligation is to hand over the goods, cleared for export,
into the charge of the carrier named by the buyer at the named place or point. If no precise
point is indicated by the buyer, the seller may choose within the place or range stipulated
where the carrier shall take the goods into his charge. When the seller’s assistance is required
in making the contract with the carrier the seller may act at the buyers risk and expense. This
term can be used across all modes of transport.
CPT (Carriage Paid To) The seller pays the freight for the carriage of goods to the named
destination. The risk of loss or damage to the goods occurring after the delivery has been
made to the carrier is transferred from the seller to the buyer. This term requires the seller to
clear the goods for export and can be used across all modes of transport.
CIP (Carriage & insurance Paid to) The seller has the same obligations as under CPT but
has the responsibility of obtaining insurance against the buyer’s risk of loss or damage of
goods during the carriage. The seller is required to clear the goods for export however is only
required to obtain insurance on minimum coverage. This term requires the seller to clear the
goods for export and can be used across all modes of transport.
DAT (Delivered At Terminal) New Term – May be used for all transport modes Seller
delivers when the goods, once unloaded from the arriving means of transport, are placed at
the disposal of the buyer at a named terminal at the named port or place of destination.
“Terminal” includes quay, warehouse, container yard or road, rail or air terminal. Both parties
should agree the terminal and if possible a point within the terminal at which point the risks
will transfer from the seller to the buyer of the goods. If it is intended that the seller is to bear
all the costs and responsibilities from the terminal to another point, DAP or DDP may apply.
Responsibilities
Seller is responsible for the costs and risks to bring the goods to the point specified in the
contract
Seller should ensure that their forwarding contract mirrors the contract of sale
Seller is responsible for the export clearance procedures
Importer is responsible to clear the goods for import, arrange import customs formalities, and
pay import duty
If the parties intend the seller to bear the risks and costs of taking the goods from the terminal
to another place then the DAP term may apply
DAP (Delivered At Place) New Term – May be used for all transport modes Seller delivers
the goods when they are placed at the disposal of the buyer on the arriving means of transport
ready for unloading at the named place of destination. Parties are advised to specify as clearly
as possible the point within the agreed place of destination, because risks transfer at this point
from seller to buyer. If the seller is responsible for clearing the goods, paying duties etc.,
consideration should be given to using the DDP term.
Responsibilities
Seller bears the responsibility and risks to deliver the goods to the named place
Seller is advised to obtain contracts of carriage that match the contract of sale
Seller is required to clear the goods for export
If the seller incurs unloading costs at place of destination, unless previously agreed they are
not entitled to recover any such costs
Importer is responsible for effecting customs clearance, and paying any customs duties
DDP (Delivered Duty Paid) The seller is responsible for delivering the goods to the named
place in the country of importation, including all costs and risks in bringing the goods to
import destination. This includes duties, taxes and customs formalities. This term may be
used irrespective of the mode of transport.
FAS (Free Alongside Ship) The seller has fulfilled his obligation when goods have been
placed alongside the vessel at the port of shipment. The buyer is responsible for all costs and
risks of loss or damage to the goods from that moment. The buyer is also required to clear the
goods for export. This term should only be used for sea or inland waterway transport.
FOB (Free On Board) Once the goods have passed over the ship’s rail at the port of export
the buyer is responsible for all costs and risks of loss or damage to the goods from that point.
The seller is required to clear the goods for export. This term should only be used for sea or
inland waterway transport. More>
CFR (Cost and Freight) The seller must pay the costs and freight required in bringing the
goods to the named port of destination. The risk of loss or damage is transferred from seller
to buyer when the goods pass over the ship’s rail in the port of shipment. The seller is
required to clear the goods for export. This term should only be used for sea or inland
waterway transport.
CIF (Cost, Insurance & Freight) The seller has the same obligations as under CFR however
he is also required to provide insurance against the buyer’s risk of loss or damage to the
goods during transit. The seller is required to clear the goods for export. This term should
only be used for sea or inland waterway transport.
 ​

Question no 170.Berthing stbd side with current astern on portside berth, no tug in a narrow
channel with anchor
Idea is to head the current .Yes, so we need to turn in narrow channel. That's the catch
using anchor and turning is one option. The pivot point
will be the hawse pipe Drop the
anchor close to berth turn and no need to pick I can slack on it. Easy to move out with anchor
.I would prefer turning clear of the berth. If it was port side alongside then definitely can turn
close to berth. Once you are heading current. Casting off is a piece of cake. Just single up to a
headline and aft spring. Let go headline .Same thing goes in oral surveyor had his own
principles. Current will not be there during casting off. If you have strong offshore wind and
all. It makes sense to use anchor. This was for berthing .With anchor u have good lever for
bow .For port side it makes sense. But for stbd side it would not be possible else you will
have to turn much ahead of the berth and then keep falling back with the anchor. All these
fundas was given to JB singh. he told me go ahead and find a turning basin.In first diagram ,
fall back a bit for surveyors satisfaction because they all want to hear about stemming the
current .So, at the end using tide ahead and releasing anchor and fall back . Then pass
mooring lines .Let the external forces to complete the work in the end .Turn the vessel using
anchor near the berth .But behind the berth and head into the current at an angle . Pass
headline and aft spring. Bring vessel in position using the effect of current .That is Wright as
you say .But then we have to pick up anchor. If I am having anchor still then it should not be
problem. There are two cases one with anchor or not anchor .If not anchor I will come behind
berth give dead slow ahead and heading tide and fast head line and aft spring as you say
stemming the current behind berth. Second case keep anchor at short stay ahead of berth and
turn vessel and berth vessel on stbd side. ​
Question no 171. Situations:
1. SV overtaking own vessel. Action
2. RV, SV on stbd bow, action
3. Own vessel CBD in TSS, fishing vessel crossing. Action
4. RV own vessel overtaking another vessel 1 point on stbd bow, roc exists, Action
5. RV own vessel overtaken by other vessel port quarter, ROC exists, Action
For (1) maintain course and speed. Rule 13 overrides all rules in part b section 1 and 2

Rule 18, except where rule 9,10 and 13 otherwise require also applicable in 1.
For (2), If Roc exists, alter course to stbd and not to alter course to port for a vessel forward
of beam as per rule 19 d(1). If i will hear fog signal forward of beam and radar not
operational then reduce speed or take all way off as per 19 e
For (3), reduce speed considering own vessel cbd, maintain caution and let the bugger pass
usual problem. In Singapore straits .but generally it's the duty of fv to keep clear
in TSS. I mean for surveyor’s sake we can say it .She is fishing boat. Next question will be,
he is not taking action then. Yes exactly then reduce speed as per rule 8. Since own vessel is
CBD and can navigate only in TSS, Apply seamanship and let him pass. Also rule 8 is
applicable in TSS.
For (4), since you are overtaking, in RV, you are allowed to alter to port and pass clear of her.
 Do not alter to port other than a vessel been overtaken as per rule 19 d(2) .So, can alter to
port and I shall keep clear of overtaking vessel
For (5), I shall alter to stbd, if ROC exists as per rule 19 d(2) do not alter course towards
vessel abaft the beam since in RV, own vessel also needs to take action to Alter course to stbd
.Every, vessel is a give way vessel in RV.
Question no 172.As per MLC max hours of work in any 7 day period is 72 , Does this
include OT also
Yes
Question no 173. Class is mandatory or not
As per solas no, but as per flag state rules, yes
Question no 174. Which all rules apply in RV ?
Rule no 4-10 and 19. Except 11 to 18 and 34 all rules apply.
Question no 175.what is lifeboat release and retrieval system .
There were lots of accidents concerning lifeboat hooks getting opened up especially during
drills .So, they came up with this new requirement .Where it was required that older systems
to be replaced with more efficient ones with some characterstics like :The hook should not
give way easily and open up.It must require several manual steps to activate the hook release.
Hydrostatic locking arrangement to be automatically disconnected once lifeboat out of water.
Safety barriers to the operating lever like safety pins, breakable glass plates etc
Also, strength of the materials used for making the system. Some factor of safety has been
mentioned. It is attached to the lifeboat to the launching davit. It's in MSC.1/1392 .This new
hook requirement came in 2013. There are 2 resolutions also. Msc 317(89) and msc
320(88) and the circular MSC.1/Circ1392 & Msc 320(89).Basically new hook will not have
accidental release while lowering n retrieval.
Question no 176. Purpose of deck line and its use
All freeboards are measured up to the deck line. It also acts as a reference in damage stability
to ensure that this line is not immersed to ascertain vessel survivability .
Question no 177. How will u determine the datum during a search operation?
Time elapsed from reporting. Current and wind , calculate drift from the time of reporting.
Question no 177A.Is master a seaman.if yes as per what
As per ms act section 178 to 18. Master is seaman. When it comes to protection of seaman in
litigation, master is also a seaman. Master death is seaman. Also,disimbursement of wages
Question no 178. Master handing over and taking over
The take over will start from the office. Request for handing over notes ( policy in most
companies ). Review any deficiencies and concerns
Discuss with the vessel manager about the condition and associated problens
Check overall condition of the hull while boarding itself
Review the certificates and important documents
In-depth discussion with outgoing master
Check the bridge, associated equipment, status of publications, charts. Talk with 2nd mate

Meet the mate and enquire the cargo equipment status and any immediate concerns.

Status of stores, provisions etc

A complete round of deck with outgoing mast We have talk with 2 mate regarding depth of
voyage and DEP draft from mate
A brief meeting with the chief engineer and any concerns
A brief meeting with the third mate and the condition of lsa and ffa
Review if any drills to be carried out immediately upon sailing if more than 25 percent crew
change
Cash onboard
Any crew matters to be looked into
Once all settled an official log book entry along with position, date, time and rob's. And
finally entries in official log book Statements take over while vessel was afloat safely with
rob bunker and fresh water.
A communication with respective parties that self have taken over command of the vessel
Also if any condition of class, survey status etc etc which would have been
discussed with the vessel manager even before joining
Cargo matters very important, Voyage info
Class quarterly listing is very important, u get to know about all surveys, CMS, COC.
From other management taking over :
Main concern are the certificates
Upcoming surveys
Condition of the vessel and equipment
List of inventories
Implementation of sms onboard
Preparing for Internal audit
Question no 179.Length of hand lead line
No fixed length though. It is max 50 fathoms. You can quote some length say 25 fathoms
Around 50 mtrs
Question no 180. You will find a dent on ships hull, what all checks? How will u report to
company?
First, I will find the location of damage and extent of damage. I will send a man down with
means of pilot ladder or any other means and check the for dimensions of damage If at jetty
put one officer down and another up in line dent then measure by tape from top .If dent above
water is from jetty side ,practical. Refer to GA plan and mid ship section plan. Refer to shell
expansion plan. Identify the area, the frame and plate numbers from it. After all this I will
inform to DPA , flag state and recognized organisation. I will tell them the extent of damage
and the cause if known. If required I will arrange for a survey by telling the company to send
the RO surveyor for condition of class.
Question no 181. For e/r vessel require 60 bottles of co2 and for p/r 20 bottles so will those
60 bottles of e/r can be considered for p/r also or will have to have 80 onboard please
confirm.
Only 60 required. As per solas co2 for the largest protected space required
Question no 182.when wages not covered where to apply
: Court hearing criminal cases is known as judicial magistrate first class court and court
hearing civil matters is a civil judge senior division or junior division. Kindly note that an
application in criminal cases is addressed to judicial magistrate first classs and an application
to be filled in civil matters is addressed to civil judge senior division or junior division .same
judge may hear criminal cases or civil
But be careful in wages thing, u cant approach civil court. There are conditions only then
you can approach civil court. It has to be metro politant or first class judicial magistrate

if owner is finished or ship arrested directed by the court that ship be sold .Only then wages
can be recovered by civil court .Judicial magistrate always appointed by central govt

Only a court of survey is appointed for a special purpose. There are always assessors with
the judge
Question no 182. Sea area A2
Vhf with DSC
DSC receiver Ch 70
Egc receiver
Epirb
Sart
Gmdss walkie talkie
Navtex
Auto position update on all equipment
Mf with DSC
DSC receiver MF 2182.5 khz
Question no 183. What if the PSC inspector has documented 10 deficiencies, how will you
proceed from here?
First check the deficiencies and confirm if any detainable deficiencies. Endeavour to rectify
them before sailing out .Send a copy of the report to the company.If any assistance required
from company. Request the psc inspector in cases where certain items cannot be rectified
immediately due to reasons like unavailability of spares etc There is clear mention of this fact
in 1052(27) is that not all ports have availability of required spares and so vessel should not
be unreasonably detained but allowed to sail until next port where spares can be procured etc

Question no 184.Difference between observation and deficiency

Observations are with respect to audits of the ISM and deficiency is with respect to the
operations etc of the machinery or other requirements as per relevant certificate.
There is a process which involves the psc inspector making an observation of a particular
item or a fact and which when not complying with the required rules and regulations go down
as a deficiency
Question no 185.Any idea on this entering in a port of low UKC say 50cm.port is allowing
your action as master .
As per company sms.wat is their dynamic UKC policy. in case of non compliance.
If master in doubt overriding authority and can refuse.
SMS is not allowing. But we do risk assessment and if feel safe can proceed. No u cant asses
risk of a place u r not aware about. Apart from overriding authority any other suggestions

Usually company allows after master send risk asses tide etc info...again depends on SMS. if
company does not want then why master shall take inside. If we want to proceed on what
grounds we can Squat, tides .But Company never say no. Yes after calculation on high tide
after express permission from company. But then they have to send u in black n white

Otherwise master will face the heat. This can be scenario of commercial pressure

Dynamic is quite less so not too much problem .How to avoid.. just simply saying no cannot
solve anything. Do not know what surveyor want to listen. Over riding authority or other
assessments .Only issue is in us waters where they never declare depth .They say only safe
draft.
Question no 186. Mob 3 hrs before after distress message and transmit on mf as well
informing to crs by any means. Can we call other ships in vicinity to join the search with own
vessel
We announce on vhf man overboard .All ships to be aware. u request to keep a look out in
that area but cannot tell anybody until and unless the other vsl stops. We say keep sharp look
out
Question no 187.cross questioning on fixed co2 system
confirm if co2 quantity is sufficient .Ensure it is not less than 95% of the required qty per
cylinder . it is divided by 0.56 .1 kg of co2 produces 0.56 m3 of free gas of co2. Co2
verification. Usually they say around 45 kg per cylinder i.e Minimum 45 kg

Question no 188 Why not we use nitrogen instead of co2 .What is problem
Nitrogen is lighter. CO2 can be compressed in liquidised form. Nitrogen also can

But the temperature will be too cold. Liquid nitrogen will be difficult to handle and
extremely dangerous .we used nitrogen bottles in chemical tanker's for padding the
tanks. CO2 is heavier .We need heavier for fire fighting in engine room. Other wise all
nitrogen will go up not more effective. On the contrary.. which is heavier lng or lpg
Remember NAIL for sequence nitrogen, Ammonia, Inert gas, LPG
Nitrogen can compress easily equivalent to co2 . We have to use big cylinders for that
amount .We are using co2 extinguishers then why not nitrogen extinguires .There is a
problem with the solid/liquid/gas phases of Nitrogen as a fire extinguisher - once the pipes
cool down, very cold (but boiling) liquid nitrogen would spray out of the nozzles, causing
frost burns to any humans in the area, and stressing any equipment. On the other hand, as
soon as the pressure of CO2 drops below about 5 atmospheres of pressure, it comes out as a
(not nearly so cold) gas & solid flakes, which is much less dangerous than liquid N2.It is hard
to ensure that you get a uniform concentration of a gas in a fire, so it is best to saturate it
(with water, foam, CO2 or whatever).However, Nitrogen N2 is surprisingly deadly to humans
- not because it is toxic, but because we have no protection against it. Unlike CO2, which
induces yawning and choking and an overwhelming urge to get out of there, N2 allows you to
keep breathing happily until you collapse unconscious and then die. So, while N2 would be
excellent at extinguishing fires, it would also tend to extinguish human lives that would be
saved if something like C02 were used instead. The reason is simple. Nitrogen coming out of
nozzle will lead to extremely low temperatures and can cause great stress ti the equipment as
well also. Nitrogen is the lighter component of air .So it will rise to a higher lever
Co2 is heavier and will settle and displace the air above a fire . Nitrogen is deadly to
humans U will be breathing and suddenly collapse While in co2 breathing
problem choking Co2 will have signs like a gag reflex/ choking with a chance to escape.
Indication to save our self Nitrogen liquefies at very low temperatures. Further, it will require
specific insulation (and costly!) to keep it in the liquid state. While Carbon Dioxide is both
easier to liquefy and store.
Question no 189 .How the requirement of co2 in a ship is calculated? How the number of
bottles of co2 is is calculated? how the requirement of carbon dioxide in a ship’s installation
is calculated.
Hope you have read Solas Requirement For Fixed Co2 System,
Question no 190. How will you come to know co2 cylinder is leaking
Can I say by checking temp of cylinder? Checking level of pressure guage
There is a pressure gauze fitted in the co2 line before main stop valve In Case of leak
pressure will be there in line .Can co2 bottle temp lower down from other bottles
Which are not leaking .U never know when it leaked the rate will be too low .Do these
cylinders marked for their actual liquid level for comparison please confirm any one seen
such. We have to say we can check level of co2 .But by some special equipment
Ultrasonic, Since it is opaque, it would not help much in marking on the outside
 Ultrasonic is fairly inaccurate. U will find condensation on the leaked cylinder
radioactive level measurement is preferred .Do you had on your ship. Also it will b freezing
cold .Ultrasonic uses the technique of the waves bouncing off the liquid surface. But as
manufacturer we have to be something on board .The level will be only fairly accurate To
check level. Physical checking is the most logic answer. not all ships got sophisticated
equipments. There how will you check level of co2? It is checked by shore 2 yearly
hammering the bottles, not hammering, rather using a spanner
tucking. Physical i mean by seeing with your eyes and touching with your hands. we will find
defrost kind of thing and and that particular leaked cylinder will be freezing cold Temperature
down .Apart from that if co2 is leaking, it will pressurize the line and we will have co2 alarm
and indication in ECR
Question no 191 .How co2 level is measured
by shore authority. Level indicator ultrasonic or radioactive type , Every 2 yr
Yes weighing only by shore. But if surveyor insists u can weigh on your own if u have
calibrated weighing machine. Subtract the empty cylinder net weight
Question no 192 .If you found co2 got leaked . What will you do
Inform office, Inform class and flag . Ask for dispensation from flag and get it done at next
port and arrange refilling/replacement.
Question no 193 After reaching port if Facility is not available .Did u sail What will you do

Inform port before hand otherwise PSC will detain . Dispensation extended or earlier
obtained accordingly. Office has to confirm before applying for the dispensation. If all co2
bottles gone then no dispensation at all. Will head Place of refuge .the bottles and technicians
have to be arranged .Safety first , No discharging loading, Not to sail, Till get co2 bottles
replaced of filled .Similar case if fire is extinguished by co2 then head for place of refuge
then i then vsl has to deviate to the nearest port. we have to call salvors in case of
fire proceed to the place of refuge. Then LOF. If required, salvors have to be arranged, if our
vessel is dead, then we need to be towed, nearest MAS to be informed.
Question no 194. How will carry out replacement of extinguishers on board at a time
or Interval or Half replacement or full replacement. If shore facility tells u we need all
extinguishers.What will you do
Either they do onboard or send the back up like they do with scba sets .Back up is to be there
Otherwise we Will not give we need to use master authority. At least half
extinguishers to board for fighting small fire .As per imo circ 1318 needs to be done by
authorised technician. Replacement if any Nowadays they do onboard refilling of small
extinguishers but not CO2 bottles .Also co2 bottles hydrostatic pressure test has to be done
ashore. Fixed co2 is always removed in dry docks. They take out and bring back as because
there we have fire extinguishing facility from dry dock .Replacement time period is after 10
yrs. they remove, take ashore as in dry-dock tankered co2 can be used and available. In dry
dock they removed and took ashore some bottles for testing. They will do pressure test of one
bottle. If not ok then at least 10% first CO2 bottle to be taken for pressure test. If two or three
not holding pressure we may require 50 per or 100 per replacement.
Question no 195 Short round turn

The term, “turning a vessel short round”, basically means to

turn a vessel in the minimum possible space.If your vessel has
a single right hand turning propeller it will turn short round
easier to starboard. • Start the turn from the port side of the
river (1)• Wheel hard to starboard, give a quick burst ahead.
Do not gather too much headway. Stop engine (2).• Wheel
amidship, give a quick burst astern (3), as sternway gathers
the stern will move to port. Stop engine• Wheel hard to
starboard, use engine to complete the turn (4).
Question no196.What is North Sea pilot
In summer time, there are a lot of yatch racing and pleasure craft in the area
It is from Skaw to Gulf of Finland .Vessels take route T or otherwise pass near Copenhagen
airport by reducing draft .Draft restriction is 6.6 m as there is submerged roadway joining
sweden and Denmark. In North sea. Can pick up pilot at skaw. There are certain requirement
as master to know not fairway and tss .Requirements can be found by referring to the pilot
book .vlcc go only till Skaw max is suez max .Loading in vysok or primorsk. Routes will be
checked from North Sea pilot ASD And is there any planning chart. If going through
Helsingborg then pilotage is of 6 hrs ie with reduced draft. Same lane Or otherwise roughly if
it is roughly 20 hrs Also Inboard & outboard through we go through other route .
Question no 197. When do u carry out parallel sweep search ?
Large area, survivor datum unknown
Question no 198. Why difference in rest hours in MLC and stcw
This is because MLC is as per ILO convention. STCW as per IMO convention

Depends upon the ships flag, if flag has ratified manila amendments then rest hours can b
reduced. As many flag ratified MLC but not manila amendments. However, We use both
STCW and MLC in watch keeper in watch keeper there is box where u can tick manila
exceptions .but in DMLC 1, there are certain exceptions which need to be complied by
flag. In MLC 2010 there are exceptions which can or cannot be implied by flag. Which u can
read in DMLC -1 certificate .There is one equivalent standard .In MLC point 9 talks about it.
Parties may allow above
Question no 199. What is high expansion foam ratio?
1.200 to 1000
Question no 200. Special area for SOX and NOX
SOX is for Baltic and North Sea
SOX and NOX for North American ECA and US Caribbean ECA
Question no 201.What is india doing with Ballast water convention
The idea of bwm convention that until 2016 vessels could carry in ballast exchange and be
happy about it. But once it comes into force, vessels will be required to be fitted with a
treatment plant. But need to confirm ki until what time etc Since vessels will not be able to
carry out retrofitting until in dry-dock or so. It says so far ballast exchange is there but
eventually vessels will have to comply with the ballast water performance standard. So only
after the convention comes into force in 2017 will it be clear if a treatment plant becomes
mandatory or not. Cannot think of anything else. And if any mandatory requirement for
fitting a treatment plant, it will be phased in as was the case with ecdis. Its first iopp renewal
survey. As per dg circular, More logs and operational aspects .They have recd money for
ratifying BWM .Now they are drafting how they will go .India is in process of ratifying
BWM, cabinet approval has already been given.BWM is critical step as Indian companies
will have to spent a lot of money for treatment facility.

Question no 202.What is NIT in respect of BWM

National institute of oceanography. It is identified by ministry of india for helping
ballast water management issue and preparing port specific management plans

Question no 203.you are discharging cargo in European port and chief officer told u pressure
is very less in tank. what will you do. How you will discharge cargo.Pressure is negative

For gas tanker we won't wait for tanks to go in negative.We will start the process before for
increasing pressure In case it goes we stop discharge for 15 min. Say sufficient time to HV at
least 40mb pressure.Then, we either run cargo through cargo heater or vaporiser .As 20mb or
10mb we HV low pressure alarm depends . We have take pressure upto ex 40 mb

Then it needs slow operation of pump. From disc line a branch goes to cgo vaopuriser. steam
from engine room is running through it and cargo is passed. Cargo of liquid LPG becomes
vapour and is sent to tank via vapour line.Pumps will not stop even will low pressure. There
will not be cut off This is vapouriser. Pump trips are low amp high amp, high discharge
pressure, Not tank pressure. New ships HV cargo heater uusually in fully refrigerated. Cargo
heater is used to discharge cargo to pressurised tanks.Compressor is used to control pressure
when goes high. It can also be used for this taking gas from tanks and only compressor and
then back to tank. Not to condenser or else it will liquefy. So, we can circulate cargo from
one tank to another by deep week pump. But normally when taking are in vacuum cannot run
as not sufficient inlet pressure to compressor. It will trip.We don’t have to warm up tank by
use using vapouriser Which even can work on negative pressure. Only vapour will go to tank
to increase pressure. When vapour goes to that particular tank. It will come positive.Now, we
can run pumps and keep vaporiser running to maintain pressure as required Vaporiser inlet
from bottom tank and discharging in tank on top. It’s just a small drain line from liquid dish
which goes to vaporiser or vapour line is used. In vapour line we never have liquid .Vaporiser
outlet to tank . By stopping cargo dish pressure will increase little amount 20 mb for 15 min
. Normally, vapour line is suction line to compressor. We will have some boil off. Even
without running vaporiser pressure will increase but slow .Compressor we use for both
condensing as well as warm up .As tanks are in cooled conditions. When condensing from
tank to compressor to condenser then to tanks. For hot gassing tank to compressor to tank.
For that no condenser is used.It is by passesed.We HV to keep the cargo pumps running.
Also, no trip on pressure, reduced rate . throttled. Pump high discharge pre trip around 10 to
11 bar . So maintain less than that . so start discharging when tank pressure increased around
9 bar .Start by pump to shore. First start it very slowly as we transfer again pressure will
increase Also, same time when we are discharging. We will aslo keep vapouriser in
operation.We can do discharging at a same time for all tanks we intent to disch . Equalisation
is done if there are any common line to equailise pressure of all tanks LPG have 4 tanks with
all are connected. If , we do so. We should have same cargo then .It will take heater to
increase pressure around one hour or less than that if having same cargo in tanks. Cargo
vapouriser is used through deep well pump.But here cargo heater is used to disch cargo to
pressurised shore tanks

Question no 204 Fire drill and boat drill frequency ?

At least once a month and if more than 25 % not done after new crew joining .then again
.Every crewmember must participate in at least 1 fire and boat drill every month

Question no 205. VDR in detail. Testing. How to save data. Certificate .How we say service
man has test done properly
The certificate of service is proof of it .Usually service engineer shows u while carrying out
test .Test is carried out annually .He will have a checklist for annual inspection
It will incorporate all aspects of VDR functioning, Inputs from all sensors, Data saving

Alarms, also battery expiry for the float free system. Ensure that all items are covered and
same witnessed with the technician. He checks that all sensors are saving data in VDR by
using laptop. He shows this to master at all stations. by doing radio testing at all locations

He makes the file which is evidence for working of vdr sensor. Regulation18 of SOLAS
chapter V on Approval, surveys and performance standards of navigational systems and
equipment and voyage data recorder states that:The voyage data recorder (VDR) system,
including all sensors, shall be subjected to an annual performance test. The test shall be
conducted by an approved testing or servicing facility to verify the accuracy, duration and
recoverability of the recorded data. In addition, tests and inspections shall be conducted to
determine the serviceability of all protective enclosures and devices fitted to aid location. A
copy of a the certificate of compliance issued by the testing facility, stating the date of
compliance and the applicable performance standards, shall be retained on board the ship.

Question no 206 what's with these training requirements with respect to ecdis and also five
draw backs
Some errors of ecdis (cons)
Over reliance
Alarm deafness
Error in input
Information overload
System lag
Resistance to adopt ecdis by navigators
Question no 207.Storm valve what is it?Where do we find it on ships?Which plans gives
details about its location ?
Storm valves can be found in every day marine systems. Normally, they are situated in
sanitary piping systems that have a ship-side exit. These valves have the ability to prevent
seawater from entering the system during rough sea conditions. Additionally, these valves,
also called “scupper valves” or “discharge check” valves can be found and used on overboard
discharge lines to remove sanitary wastes or wastewater.
A storm valve is essentially a swing-check valve, with a closing device. The closing device
helps control flow with either a manual wheel or actuated system. The valve functions quite
simply, and offers either fluid isolation or non-return.
When working with a storm valve, you will notice that there are two openings – the inlet and
the outlet. Quite simply, fluid flows in through the inlet and out through the outlet. Inside the
valve is a flap which is attached to a counter weight, and a locking block. The locking block
is the piece of the valve that is controlled and operated by the external hand wheel or
actuator. The purpose of the locking block is to hold the flap in place which ultimately
prevents the flow of fluid.
Once flow begins, the operator must choose whether to open the locking block, or keep it
closed. If the locking block is closed, the fluid will stay out of the valve. If the locking block
is opened by the operator, fluid can flow freely through the flap. The pressure of the fluid will
release the flap, allowing it to travel through the outlet in one direction. When flow stops, the
flap will automatically return to its closed position.
Regardless of whether or not the locking block is in place, if flow comes through the outlet,
the back flow will not be able to enter the valve due to the counterweight. This feature is
identical to that of a check valve where back flow is prevented so that it will not contaminate
the system. When the handle is lowered, the locking block will again secure the flap in its
close position. The secured flap isolates the pipe for maintenance if necessary.
Storm valves are basically scupper type valves , generally located with opening on ship side
and wheel operated or actuated
Question no 207A. Which plan can we find Storm valve’s location
Arrangement of ship side valve plan
Question no 208 Counting of strakes and frames starts from where
Strakes start from aft perpendicular. So strakes are negative. Frames are not negatively
marked .Frames right from aft perpendicular
Question no 209.Hatch cover testing pressure required
2 bars at a height of more than 1.5 m
Question no 210.Three nationality Korean , Indian n Philippines.. Korean and monkey
fight..who will carry out investigation flag state of vessel, or Korea cba or Phillip cba.. can
korea or Philippine carry out investigation
Flag state later on master will report as per CBA. Then other nationality administration can
join for investigation. For all this nonsense ensure an environment where crew are cordial and
courteous .With the ship flag state like for Indian master need to refer casualty investigation
code 849(20) 884(21) .So ms act has got a provision which allows a joint inspection is it .
Flag state hand over report to seaman administration upon request
Question no 211. At what depth Hru activates.
4 mtrs max
Question no 212. How much frame spacing of your last ship:
It's 800mm in fwd and aft area middle 4120 mm and 3720 mm in between of that

Question no 213.What is CIC?

Casualty investigation code
Question no 214 Required parallel sailing for second off as per company, no spare cabin, can
we accommodate him in hospital or 2 bunks in cadet cabin. Which one to prefer:
Hospital accommodation shall be used for medical purposes only
And cadet room second bed can be given to second officer for time being
Question no 215. Weather reporting as per ms act

Question no 216 what is sewage holding capacity

As per annex 4 regulation 9- a holding tank of the capacity to the satisfaction of the
Administration for the retention of all sewage, having regard to the operation of the ship, the
number of persons on board and other relevant factors. The holding tank shall be constructed
to the satisfaction of the Administration and shall have a means to indicate visually the
amount of its contents.
Question no 217. Ship doing 090x10 knots, 100 miles needs to be covered. Current southerly
2 knots. What course will u steer
U knows ur vessel speed that is 10 knots .so 100 will be covered in 10 hrs.then what be drift
distance 2 x 10 .20 miles. get course to steer by applying set and drift .On course made good
u know distance is covered 100 miles. Plot current over there and that is 20 miles southerly.
Join first starting point to current end point. That will be course to steer or if similarly we will
go by one hr triangle. Draw 10 nm on CMG and draw current southerly 2 nm.and join
starting and current end point. That will be course to steer contracting current. To calculate
CTS we have to use Pythagoras theorem.
Question no 218 Which ms act section gives you protection if you follow the act in good
faith?

Question no 219.Which section of ms act deals with stowaways?

Question no 220.Own vessel overtaking other in TSS. Same time one more vessel crossing
the TSS from ITZ. Roc exists. Actions .All vessels are PD
Defer the overtaking and reduce speed to maintain steerage till the crossing vessel clears

Question no 221.Which ms act section deals with investigation and inquiries?

Question no 222. Which ms act section deals with official log?

Question no 223. Rendering assistance as per which section of ms act?

Question no 224.Duty to assist in collision as per which section.

Question no 225. How will you relay distress through vhf. While rendering assistance. You
will inform CRS. but this message would be urgency or some what else

Question no 226. Two red lights in a vertical line,one white light. Vessel aground or NUC
underway seen from astern. How do we ascertain if it is a vessel aground or NUC vessel
See the chart and speed of vessel. if NUC will be making way

Question no 227. You are sailing off West Africa & You recieve a Distress call. Action.

As goes with any distress call, ascertain the position of the distressed vessel, wait for the
shore to acknowledge. If it is on vhf or mf then vessel cannot send a dsc distress relay alert. If
on vhf and mf we have to acknowledge immediately. For distress relay wait for 5 min.
When u r not able to render assistance and shore has not acknowledged the alert. If not
acknowledged by any one until 5 min as by mf and vhf . If area A3, send distress relay alert
in hf frequencies. That’s why need to confirm with the vessel in question .After every distress
alert it is required by the distressed vessel to broadcast on respective rt frequency. Listen on
the rt frequency after receiving alert
Alrs volume 5 refers karo and contact via mf or by any other means. Own vessel contacted us
coastguard and confirmed authenticity of the yacht and its particulars
Side by side the vessel manager to be called up and charterers were informed
If they will not allow u then. They will never say no. Upto master if he is able to help without
endangering the vessel, her crew, environment and property
Question no 228 In case of damage, how to refer to damage stability booklet loading
conditions, they are fixed, but we don't always load same qty.
Refer to the closest loaded condition. That is why it is customary and required to always
mark the nearest possible condition and also the worst condition in the stability booklet after
each loading
Question no 228A Distress signals

Red Star Fog Horn Flames on Gun Fired at

Shells Continuous A Vessel Intervals of
Soundings One Minute

Orange SOS "Mayday" Parachute

Background by Radio Red Flare
Black Ball &
Square

Dye Marker Code Flags Square Flag Wave

(any color) November and Ball Arms
Charlie

Radio- Radio- Epirb Smoke

Telegraph Telephone
Alarm Alarm
Question no 228B Entries in official log and requirement
ENTRIES TO BE MADE IN OFFICIAL LOG BOOK
OFFICIAL LOG BOOK:-
Section 212 of MS act 1958 as amended, states an official log book shall be kept in
the prescribed form in every Indian ship except a home trade ship of less than 200 GT.
Section 214 of the above act states that the entries to be made in the official log
book are as follows:-
1) Every conviction by a legal tribunal of a member of his crew for which it is intended to
prosecute.
2) Every offence committed by a member of his crew for which it is intended to prosecute.
3) Every offence for which punishment is inflicted on board and the punishment inflicted.
4) A report on the quality of work of each member of his crew, or a statement that the master
declines to give an opinion there on with a statement of his reasons for so declining.
5) Every case of illness, hurt or injury happening to a member of the crew with the nature
there of and the medical treatment.
6) Every case of death happening and the cause there of.
7) Every birth happening on board with the sex of infant, the names of parent.
8) Every marriage taking place on board with the names and the ages of the parties.
9) The name of every seaman or apprentice who ceases to be member of the crew otherwise
than by death, with the place, time, manner and the cause there of.
10) The wages due to any seaman or apprentice who dies during the voyage and gross
deduction to be made there from.
11) The money or property taken over of any seaman or apprentice who dies during the
voyage.
12) Any other matter which to be or may be prescribed for entry in the official log book.
Question no 229 If a ship pollutes another country which has not ratified CLC or fund
convention. who will pay ? Owner is from a contracting state.
Owner will pay first , Then p and I club .he has insurance as per that state territorial rules.
But it could not be more than the CLC.
Question no 230.Master standing order with respect to collision avoidance considering rule 8
and 17.
1)OOW should note that when collision avoidance action is to be taken it should be done
well in time & the action should be such as to be readily apparent to another vessel observing
visually or by radar as a rule an alteration of 30 to 40 degrees must be made. In general in
open sea, if there is sufficient sea room & if circumstances permit, action must be taken at a
distance of at least 4-5 miles and a minimum CPA of 1 nautical mile must be maintained.
Whenever in any doubt, call Master immediately. The OOW must not hesitate to take
immediate action to ensure the safety of the vessel till such time master arrives on bridge and
takes over the con from OOW, Take action in ample time
2) The International Regulations for Prevention of Collision at Sea must be complied with
implicitly at all times. Unfortunately however, you cannot assume that other vessels will be
doing the same. Wherever possible, other vessels must be given a wide berth, since passing
close to other vessels is both dangerous and foolhardy. You are reminded that under Rule 17
the stand-on vessel has a duty to give way to avoid collision should the give way vessel not
appear to be taking the correct action. In these cases, decisive action is imperative in avoiding
a close quarter’s situation. Should you find yourself in this situation, call me?
3) Minimum CPA to maintain from any Vessel in open sea to be 2.0 NM and in Channels,
Straits, Restricted Waters to be 1.0 NM if these CPA s cannot be altered for some reasons.
Call me
Question no 231. How will a tanker on heading towards wind how she will head and drift
It might appear logical that the effect of wind on a tanker stopped in the water would cause
the bow to swing towards the wind. However, experience shows that a tanker stopped in the
water will usually lie with the wind forward of the beam rather than fine on the bow

Tanker will have good course ability and controlled position if she is heading wind .small
drift will be there if it act on the bow but no drift while wind on head. when having headway
into the wind
Question no 232. Why is COR required.
COR is required for a vessel to have proof of ownership by registering ship which is required
to carry international trade. Vessel will not be considered a vessel without COR. It is required
for law full navigation.
Advantage is to provide protection to people who are entitled for this privilege.
It also gives protection to the crew in case of casualties involving injuries &/or loss of life to
claim compensation under the provision of acts under that administrations court of law
Question no 233. Tanker static precaution and why there is insulation at manifold.
Fire and static hazard that is why there should be fitted with insulation flange when chickson
arm are connected to ships manifold. if hose arm is connected then it is not
required. Insulating flange at shore connection is better than bonding wire via a flame proof
switch ( to prevent ship and jetty to form a voltaic cell as the hoses have bonding wire.
Precautions- 1)By reducing the initial and max loading rates—the accumulated static
charge is kept too low to cause an incendiary spark. Inerted tanks do not need the 30 minute
moratorium. At the commencement of loading an empty tank the linear velocity in the branch
line to each individual cargo tank should not exceed 1 metre/second. Static accumulator
cargoes should not be handled at flow rates > 7ms/ s when loading kerosene, toluene start at
slow speed <1 m/ sec in pipes. Until the turbulence at the tank bottom has ceased.
2) Liquids are considered to be static accumulators if have conductivities less than 50
picoSiemens/metre (pS/m) giving relaxation times greater than 0.35 seconds. A static
accumulator may carry sufficient charge to constitute an incendive ingnition hazard during
loading into the tank, and for upto 30 min after completion of loading. Examples: Clean oils
(distillates). An antistatic additive is a substance which is deliberately added to a petroleum
distillate to raise its conductivity.Antistatic additives raises the electrical conductivity >100
pico siemens/ metre. Antistatic precautions are not necessary in an inerted tank.
3) Metallic components of any equipment to be lowered into a tank should be securely
bonded together and earthed to the ship before introduction and should remain earthed until
after removal. A significant electrostatic charge can be generated when a polypropylene rope
runs rapidly through a PVC-gloved hand. For this reason only natural fibre ropes should be
used for dipping, ullaging and sampling.
4) Lightning may strike ship if an ionized path is created by gas flow to the atmosphere. So it
is better to stop loading/gas freeing in still air conditions, to prevent gas accumulation on
deck, when lightning threatens. A distant thunderstorm may produce heavy charges on board.
Wind speed of > 5m/ sec is required to disperse gases. It must be ensured that the MF/HF
SSB (GMDSS) is earthed at the berth during cargo operations..
Before cleaning a tank containing a static accumulator like toluene the bottom should be
flushed with water and stripped.
6) If portable cleaning machines are used all hoses and hose connections should be tested for
electrical continuity. Connections should not be removed unless the machine has been
removed from the tank..
7) The tank should be kept drained during washing. Ropes of synthetic fibres should not be
used to support the tank cleaning machines. The UTI MMC tapes used must be earthed. UTI
tube is slotted so as not to allow any significant electrical charge to accumulate on the surface
of liquid within the sounding pipe. UTI tapes which have quick couplings to connect to
vapour lock do not need bonding wires—the internal bonding of such unit should be checked
every 6 months in accordance to man instructions.
Question no 234 Dangerous good declarations. why is it required.
Dangerous goods declaration is required for custom purposes.
Question no 235. No of fire hydrant required.
Two jets of water on any part of the ship and 1 jet from an single length of hose.
For tankers: isolating v/v’s at end of accommodation and every 40 mtrs.
Question no 236. Certificate as per IMDG code
As per IMDG -Dangerous goods declaration & cargo manifest or stowage plan
And DOC as per SOLAS
Question no 237. What is EMS card?
Emergency schedule card for fire and spillage
Question no 238. 2nd Officer reports he saw a red light flashing in the sky at 4 points on
stbd bow in deep sea. Action
Same, as watching the boat sinking. Proceed for assistance, Check distress messages

But inform RCC once you are near distress vessel as otherwise you don’t have any
information. But he says flashing lt .Red flashing light is distress signal to be
confirmed. Yeah so once we r in range we can send distress relay and inform RCC too. The
signal could be from vessels. Lifeboat or life raft or pleasure craft.Yeah, so that you can
ascertain only once you get closer. If red flare light will be seen from above sky then flare
light coming down but not flashing. This we will make it clear or it can be burning flare but
not up in sky if it is hand flare
Question no 239. For a cargo with MTD, will there be a BL
Combined BILL OF LADING
Question no 240. You will be going from India to Europe via Cape of Good Hope, What
currents will u face.
North equatorial currents, Equatorial counter currents, South equatorial currents, Aghulas
currents, Bengula current, South equatorial currents, North equatorial, equatorial counter
current, Canary currents, North Atlantic drift currents.
Question no 241. You are reaching US in 3 days and your LRIT stops working what u will
do.
Inform flag and USCG through ENOA and company. I think we have to send position
manually to company ,Flag state through Sat C, and same to be recorded in GMDSS log book
every 4 hrs until we get technician and rectify .There is no dispensation required in this case.
Documents to be send are LRIT conformation report ,SEQ certificate, Radio certificate to be
valid
If the vessel’s LRIT system does not report two consecutive positions, the ship operator
is required to report this to the national LRIT data centre within 18 hours with the reason for
the failure and its proposed remedy. The data centre can then work with the ship operator to
rectify the issue, or implement an alternative reporting system. If operational problems mean
that a ship fails to provide LRIT position reports for more than two consecutive days, the
national data centre is required to forward the issue to the relevant authorities, for example
the DGS in India.
According to IRS, if the failure of LRIT requires technical assistance or the replacement
of equipment, immediate action should be taken by the ship-owner or manager, who should
request the necessary exemption from the DGS. If the DGS feels that the failure of LRIT is
not justified, the vessel may attract a Flag state inspection on arrival in India. IRS further
advised that the monthly summary of LRIT reporting would be checked by class surveyors
and port state inspectors to verify that it meets the reporting requirements, prior to endorsing
and issuing ship equipment certificates and safety radio certificate.
Question no 242. What is certificate of registry? what are the contents
1) Ship particulars official no, call sign, name of vessel, number, date and port of registry,
proof of previous registry
2) Indian or foreign built, built place, type of engine motor or steam, built date, name and
address of builder
3) Number of decks, bulkheads, stem, stern and material, length, breadth, moulded depth
amidships
4)particulars of propelling engine-no of set of engines, description of engine, where and when
made, address of maker ,number of cylinders and their diameter, length of stroke, propulsion
power, power and estimated speed ,number of shaft
6) Particulars of boiler,
7) Particulars of tonnage
8) Master name and signature
9) Name of owner, address, occupation, no of shares
8) Date of issue
Certificate of registry is not document of title, a ship is documented which gives the
nationality of the country to which the ship has been registered. The nationality allows a ship
to travel internationally as it is proof of ownership of the vessel

Question no 243 .What are AtoN in AIS. pseudo AIS buoys). How will u get to know about
the pseudo AIS buoy?
ATO N means aid to navigation. I will get to know through radar and ecdis which is
integrated with AIS .Also ATON real /synthetic marked on chart. Virtual AIS marked on
chart. Aton symbol for buoy is + inside diamond
Question no 244. If observe the radar screen n tell me one action which will get u away from
all objects
lower GAIN
Question no 245. How will u determine that your GPS position is good
By checking status of GPS like it is showing DGPS, 2D OR 3D and errors like
HDOP,RIAM,WAAS. The WAAS/DGPS alarm sounds when the WAAS/DGPS signal is lost.
This alarm maybe enabled or disabled. GPS: 10 m approx. (2drms)
DGPS: 5 m approx. (2drms), WAAS: 3 m approx. (2drms
GPS Smoothing, POSN
When the DOP or receiving condition is un favourable, the GPS fix may change greatly, even
if the vessel is dead in water. This change can be reduced by smoothing the raw GPS fixes. A
setting between 0 and 9 is available. The higher the setting the more smoothed the raw data,
however too high a setting slows response time to change in latitude and longitude. This is
especially noticeable at high ship’s speeds. "0" is the normal setting; increase the setting if
the GPS fix changes greatly
GDOP error
If position could not be found, "NO FIX" blink sat the GPS receiving condition window.
When PDOP (Position Dilution Of Precision) value exceeds 6 in the 3D mode or HDOP
(Horizontal Dilution Of Precision) value exceeds 4 in the 2D mode, "DOP" blinks to
Indicate abnormal fixing and the position indication could not be updated. DOP value 1-2 is
excellent.
RAIM Function/RAIM Accuracy
RAIM (Receiver Autonomous Integrity Monitoring) is a diagnostic function which tests the
accuracy of the GPS signal. To use the RAIM function, enter the range (from own ship in
meters) for which you want to know position confidence, on the GPS Setup 2/2 menu. The
receiver estimates position confidence using range value and detected satellite error, and
displays (provided the RAIM function is active) the results as one of three levels of position
confidence, at the top right-hand corner of the screen. The three levels are as follows:

SAFE: GPS signal is normal. The positioning accuracy satisfies the setting value.
CAUTION: RAIM accuracy cannot be calculated. (Signals from more than five GPS
Satellites are necessary.) The positioning accuracy does not satisfy the setting value.
UNSAFE: GPS signal is abnormal; therefore the positioning accuracy is not reliable. Note
That the GP-150 does not exclude abnormal signals automatically.
Question no 246.Amendments regarding packing in IMDG code.
As per 37-14, new packing instructions have been added for the new entries in the
Dangerous Goods List. Furthermore, some of them have been revised, such as P003, which
now includes the criteria under which large fire extinguishers may be transported
unpackaged, or P901, which specifies that, if a chemical kits or first aid kit contains only
dangerous goods to which no packing group is assigned, packaging’s shall meet Packing
Group II performance level. The list of allowed packagings has also been updated for several
other packing instructions.
Question no 247 container moving from Delhi to Mumbai whose responsibility how much (
I replied as per limits then he gave the situation container had 1000 units of umbrella how
much will be limit at land
If sea leg include then as per Hague Visby when mode of damage is not known. When mode
of damage is sea then still Hague Visby if it is land then relevant applicable rules of land
Question no 248. On what guidelines ssp is prepared.
SSP is prepared as per ISPS guidelines, it has listed items that need to be incorporated into
plan, SSP is prepared by company security officer, and it is diff for diff ship, in case of sister
vessel than same SSP can be used. SSA can be based over sis ship. And then accordingly
ship specific plan can be made.
Question no 249. what difference in venting arrangement in different types of chemical
tankers
Open : An open tank venting system is a system that during normal operations offers no
restriction, except for friction losses, to the free flow of cargo vapours to and from the cargo
tanks.
Controlled : A controlled tank venting system is a system in which pressure and vacuum-
relief valves or pressure/vacuum valves are fitted to each tank to limit the pressure or vacuum
in the tank. Controlled tank venting systems fitted to tanks used for cargoes that have a
flashpoint not exceeding 60°C (closed-cup test) must be provided with flame arrestors to
prevent the passage of flame into the cargo tanks.
Question no 250.Recent MLC amendment had u seen any such new insurance certificate on
board as per new amendment.
Not yet have come in ms notice
Question no 251. Have you seen any such insurance certificate for wreck removal
It is on ms notice 2 of 2015, enforce date 4 April 2015 and its th

compulsory
Question no 252.Rough weather at sea to whom report and as per what regulation.
solas chapter v reg 31 dangerous messages (report to ships inn
vicinity and to competent authority)and 32 Information
required in danger messages. master to report trs or storms
Tropical cyclones (storms)*
2.1 ​A statement that a tropical cyclone has been
encountered. This obligation should be interpreted in a broad
spirit, and information transmitted whenever the master has
good reason to believe that a tropical cyclone is developing or
exists in the neighbourhood.
2.2 ​Time, date (Universal Co-ordinated Time) and
position of ship when the observation was taken.
3.3 ​As much of the following information as is
practicable should be included in the message:
​

Barometric pressure,** preferably corrected (stating mill

bars, millimetres, or inches, and whether corrected or
uncorrected);
Barometric tendency (the change in barometric pressure
during the past three hours);
True wind direction;
Wind force (Beaufort scale);
State of the sea (smooth, moderate, rough, high);
Swell (slight, moderate, heavy) and the true direction from
which it comes. Period or length of swell (short, average,
long) would also be of value;
True course and speed of ship.
Report to Nav area coordinator via coast station

Question no 253. Difference between damage without

booklet and plan
means refer to ERS and give him details to calculate damage
stability and survival capability.

Question no 254 vessel approved for 28 person under SEQ

and SPPC and lifeboat cap is 30 per. Can u to extra person
under both cert if can we is the procedure.
Safety equipment only for 28 people. So, it is not possible to
accommodate more than that. when emergency what to do
then-
If dispensation required for a short voyage .we need to have
additional life raft capacity or so beyond SEQ And lifejacket
immersion suit for them
Question no 255. What is grain code? Why 12 Deg heel and
what happens if it exceeds? What is volumetric heeling
moment? How you calculate?
The International Code for the Safe Carriage of Grain in
Bulk (International Grain Code)
The term "grain" covers wheat, maize (corn), oats, rye,
barley, rice, pulses, seeds and processed forms thereof, whose
behaviour is similar to that of grain in its natural state.
12 deg heel because of shifting grain as angle of repose of
grain is 12 deg. which will led to shift grain if it exceeds
Volumetric heeling moment is the volume of shift of cargo
under an assumed angle of heel
Since amount by which Grain cargo is supposed to shift cannot be calculated hence heeling
moments are based on an assumption that Grain will shift by certain amount thus being based
on assumption named as Assumed volumetric Heeling moments.
calculation
one is a method using the Table or the Curves of Allowable.
Grain Heeling Moment and the other is to obtain directly the
heeling angle and residual dynamical stability from the
stability curve, the latter being more accurate in particular.
STEP-A : Metacentric Height Calculation
The metacentric height is obtained in an usual method of calculation for the center of gravity
and the trim as follows.Estimate the weight and their center of gravity of consumables on
boardand write them into the proper column in the calculation form.Decide the weights and
their center of gravity of the grain cargoes and others, and write them into the proper columns
in the calculation form.Decide the vertical center of gravity(KG) of the loading condition
under consideration.
Then the corrected metacentric heieht GoM can be obtained should be >=0.3 m
from : GoM=TKM-KG-GGo
where ; TKM is Transverse Metacentre Height above Base Line,
which is read from the Hydrostatic Table.
GGo is loss in GM due to Free Surface Effects.
Free Surface Effects
Provided a tank i s completely filed with Liquid, no movement of the Iiquid
is possible and the effect of the liquid on the ship's stability is precisely the same as if tank
contained solid material. when a quantity of Liquid is withdrawn from the tank, the situation
changes completely and the stability of the ship is adversely affected by what is
known as the " free surface effects ". This adverse effect on the stability
is referred to as a " loss in GM " or as a " Virtual rise in KG " and is calculated as follows : -
Loss in GM due to Free Surface Effects ( GGo )=Sum of Free Surf ace Moments/
Displacement of ship in tons
Tanks where free surface is taken into account,
1)For tanks containing liquid which may be consumed or discharged during navigation, the
expected maximum moment of free surface is to be given.
2)when liquid in tank is maintained constant at partly filled condition During navigation,
the moment of free surface may be calculated on the
basis of actual quantity of the Liquid.
The moment of free surface should be calculated by “Specific gravity of liquid x inertia ",
and the inertia of each tank should be referred to " VOLUME CURVES or correction curve
of free surface effect "
3-3 STEP-B . Actual Heeling Moment calculation
The heeling moment is obtained in the following
(1) Read the weight (T) of grain cargo in each hold from “STEP-A calculation” and write it
into the column WEIGHT (T),
(2) Calculate the volume (M3) from the following formula.
Volume (M3) = Stowage factor (s.f) x weight (T)/35. 88
(3) ln case of partly filled compartments, find out the Heeling Moment(Ma) ( =1.12 x Trans
Heeling Moment ) corresponding to the volume(M3) from " Tables of Volume, centre of
Gravity & Heeling Moment,, or " Heeling Moment, Volume & KG Diagram.
ln case of filled compartments, find out the Heeling Moment from " SUMMARY TABLE OF
HEELING MOMENT FOR FILLED HOLD " of END-TRIMMED or END_UNTRIMMED.
(4) Transform " Heeling moment(m4) " into heeling moment( T-M ) from the Following
formula and write it into the column HEELING MOMENT( T-M ).
Actual Heeling Moment = 35. 58 x Heeling Moment (m4)/Stowage Factor (s.f)
3-4 STEP-C : Allowable Heeling Moment
Allowable Heeling Moment can be determined by the following procedure.
l) Correct the KGo by the free surface effect.
KGo=KG+GGo
where; KG : vertical centre of gravity of the ship for the loading condition.
GGo is Loss in GoM, i. e. apparent rise of centre of gravity.
(2) Read the allowable transverse heeling moment (T*M) from the table of allowable heeling
moment at the displacement and the above " KGo”. For intermediate displacement and " KGo
", the allowable heeling moment to be obtained by interpolation.

Actual heeling moment <=Allowable heeling moment

STEP-D: Calculation of Heeling Angle & Residual Dynamical StabiIity.The heeling

angle and the residual dynamical stability can be obtained by the following figure.
4-3 Drawing Statical StabiIity Curves from Table of Cross Curves. Statically Stability Curves
(Righting Arm Curves ) for the purpose as stated in preceding paragraph can be derived from
the Righting Lever ( KN ) Table
(l) The corrected righting arm 0 (Corrected GoZ ) is obtained from :
Corrected GoZ = KN ( from KN Table ) - KGo x sin6
Where
KN = Righting lever at assumed KG = 0.0M
KGo = KG+GGo
KG = Vertical center of gravity ( KG ) at the loading condition under consideration
GGo = Loss of GM due to free Surface Effect
Q = Angle of inclination
(2) The Transverse Metacentric Height ( GoM ) is obtained from :>=0.3 m
GoM=TKM-KGo
Calc. of Heeling Ang. & Residual Dynamical Stability by drawing Statical Stability Curve
for the ship at this displacement.
the angle of heel due to the shift of grain shall not be greater than 12 degree or the angle at
which the deck edge is immersed, whichever is the lesser,
Residual Area>= 0.075 (M-Rad.)
Question no 256 Rescue & LSA: wind force 7 & MOB
.Action? What message you transmit? How to lower lifeboat
in this weather? Once you pickup how you heave up and the
lifeboat in the weather? What special arrangement is there for
rescue boat to be picked up in that weather? What preparation
you will do for survivor? What is LRRS? Draw Williamson
turn and explain?
Message will be May Day call, yes, we will lower lifeboat.
give Lee to lifeboat if we will give Lee to person we may drift
at much faster rate toward the man due to windage area of
vessel and push the survivor underwater So ,we will maintain
vessel at some distance . Ensure the man drifts towards you.
Keep ready hanging off pendants and recovery strops.
Preparation .we have to tell 2ND officer to prepare hospital,
rest is give first aid onboard the lifeboat .since he is in water
for long .remove his wet clothes cover with blanket. you will
pick him by throwing rescue quoits. we will not use ladder
because weather is bad plus by the time they go down boat
will damage. Boarding will be from embarkation deck Rescue
boat we will heave it up-to embarkation. Also say if shore is
nearby I will ask shore assistance. Tell also advantage of
Williamson turn. He want interested how u manoeuvre your
ship .tell him new in LRRS( LIFEBOAT RELEASE AND
RETRIEVAL SYSTEMS ) is on load off load release system
Question no 257.Regarding IG. what are new amendments
Amendments to SOLAS Regulations II-2/4.5.5 and II-2/16.3.3
, FSS Code Chapter 15 as well as the IBC Code for requiring
inerting for tankers of less than 20,000 dwt but more than
8,000 dwt Background: Tankers of less than 20,000 dwt are
not required to be fitted with a fixed Inert Gas System (IGS)
but following several casualty reports on the explosion of
tankers, IMO has addressed this issue and MSC 93 adopted
amendments to SOLAS regulations II-2/4.5.5 and II-2/16 and
FSS Code Chapter 15. Summary: Fixed Inert Gas Systems are
to be used on new oil and chemical tankers (8,000 to 20,000
dwt), constructed (keel laid) on or after 1 January 2016. The
SOLAS regulation clarifies the operational
requirements of the inert gas systems and sequence of
applying the inerting medium in to the cargo tanks. The
existing requirements in Chapter 15 of FSS code and
Resolution A.567(14) - Regulation for Inert Gas Systems on
chemical tankers - have been merged to form a new Chapter
15 of FSS Code. Existing oil and chemical tankers of 20,000
dwt and above shall be fitted with fixed inert gas systems
complying with the requirements in the Resolution
MSC.98(73); Under operational requirements, a new
regulation II-2/16.3.3
has been agreed which clarifies that for chemical tankers only
nitrogen is acceptable as the medium for inerting in loaded
tanks, however for cargo free tanks, any suitable inerting
medium may be used; and
Also SOLAS ch 2-2 reg 55 -A.567 (14) about alternate
arrangement for deck seal on chemical tankers .Block and
bleed valve arrangement.
Question no 258. how to prepare your vessel for initial
survey as per IAPP.
Records and documents to be maintained:-ODS
a) A list of equipment containing ODS should be maintained.
b) If the ship has any rechargeable system containing ODS,
then an ODS record book should be maintained. This record
book shall be approved by administration.
c) Entries in ODS record book shall be recorded in terms of
mass (kg) of substance in respect of
i) Recharge of equipment
ii) Repair or maintenance
iii) Discharge of ODS to atmosphere either deliberate or
nondeliberate
iv) Discharge of ODS to land based facilities
v) Supply of ODS to ship
Nox technical file updated
Verify that the sulphur content of fuels is not above 3.5%,
m/m and for fuels to be used inside SECAs is not above
1%.m/m
b. Confirm satisfactory installation and documentation for fuel
switching arrangements between low and normal sulphur
content fuel.
c. Verify the log-book for operation of fuel oil systems with
lowsulphur fuel oils (SECA), is updated and in compliance.
d. Verify operation of Exhaust gas cleaning system, if fitted
a. Applicable for tankers only when entering ports where this
is required. Verify VOC return system certification and
Vapour emission control system manual on board.
b. Confirm condition of vapour collection system. Check
Vapour
collecting piping including drains and valves, marking and
flanges at manifold. Test level gauging system, overflow
control systems including visual and audible alarms, and high
and low pressure alarms.
Shipboard Incineration
a. Get an overview of Incinerators requiring type approval
Incinerator installed after 2000-01-01to be approved
according to resolution MEPC 76(40)
b. Check the Certificate and operation manual on board.
c. Verify satisfactory operation Check proper functioning of
Alarm and Trips
d. Verify instruction for operation posted, warning and
instruction plates, and that manufacturers name, incinerator
model number/type andcapacity in heat units per hour is
permanently marked on the
incinerator.
e. Check drip trays under burners, pumps and strainers should
be free of oil deposits.
f. Check list of materials not to be incinerated is posted near
the Incinerator.
Fuel Oil Quality
a. Verify bunker delivery notes on board and with correct
content.
b. Verify that each bunker delivery note is accompanied by a
representative sample.
c. Samples to be kept onboard until the fuel oil is substantially
consumed, and for minimum 12 months. Every BDN is to be
accompanied by a representative MARPOL sample of
min.400 ml. The label of the sample should be traceable to the
BDN.
d. Sampling shall be drawn continuously throughout the
bunker period as per MEPC.96(47).
e. Confirm satisfactory storage of fuel oil samples in a safe
storage location, outside the ship’s accommodation, where
personnel would not be exposed to vapours which may be
released from the sample.
f. The BDN must be stored onboard for three years after the
delivery. It is advised that an inventory is made to help finding
sample bottles and BDNs.
g. Verify that BDN's are provided for all bunker operations,
recorded in E/R log book and or Oil Record book, and that
content of sulphur is below the required limits of 3.5%
(worldwide) and 1% (SECA).
Basically we have to maintain records of ODS,NOX,SOX
,incinerator and FUEL OIL QUALITY
Question no 259.A VLCC in China, if wind picks up and
rough weather. Action as per master and if u loses your spot to
berth will u proceed to outer sea
I will to try to stay by increasing scope of my Anchor chain
.keep my engines standby by giving short kicks to avoid
dragging. if weather is getting rough and it is unsafe for my
crew & vessel. I will pick up anchor and proceed into sea by
using masters overriding authority for safety of my crew and
vessel as per Ism code ch-v
Plus tell him about problems you will face if u stay further at
port don't say first only I will pick up anchor and get out
Question no 260 Own ship, Draw mid ship section of your
tank? Tell me why u need double bottom? What is the purpose
of U tank? How you counteract the problems you face when
you de ballast and ballast U tank? Why u need U tank?
Some of the advantages of double bottom in ships are:
provide protection to hull in case of grounding
provide great longitudinal strength
can be used as tanks to carry oil, ballast water or fresh water
(ventilated by a Gooseneck )
helps to prevent pollution in case of liquid cargo (like oil in
tankers)
helps to maintain stability of ship
the tank top acts as a platform for machinery and cargo .we
have always problem in your tanks for de ballasting when
level comes to 1 mtr, small list will shift ballast and reduces
efficiency even you have good trim
Question no 260.A Potash is a HME (harmful to marine
environment) cargo or no? how can you clean grain if you
next cargo is grain.
Shipper declaration should mention if cargo is HME. If its
HME then we can’t throw washing in water as per marpol
annex 5. When potash mixes with water it is soapy. if not
HME then discharge en route more than 12 NM.
POTASH (as per IMSBC code)
Brown, pink or white in colour, potash is produced in granular
crystals. It is odourless and
Hygroscopic. This cargo is mildly corrosive. After discharge
of this cargo, the cargo spaces and the bilge wells shall be
thoroughly swept clean and washed out to remove all traces of
the cargo, except in the case that the cargo to be loaded has
the same BCSN of the cargo to be loaded subsequent to
discharge is POTASH

Question no 260B.Explain the construction of chain locker

construction of chain locker The locker does not as a rule

have the same breadth as the ship, but has conventionally
stiffened forward and side bulkheads, the stiffeners being
conveniently arranged outside the locker if possible to prevent
their being damaged. A false bottom may be formed by
perforated plates on bearers arranged at a height above the
floor of the locker. Where fitted this provides a mud box
which can be cleaned and is drained by a centre line suction,
the bottom plating sloping inboard. To separate the locker into
port and starboard compartments a centre line bulkhead is
fitted. This bulkhead does not extend to the crown of the
locker, but allows working space above the two
compartments. Access to the bottom of the locker is provided
by means of foot holes cut in the bulkhead, and the stiffeners
fitted to this bulkhead are of the vertical flush cope bar type.
Any projections which would be damaged by the chains are
thus avoided. The upper edge of the bulkhead is similarly
stiffened and may provide a standing platform, with a short
ladder leading from the hatch in the deck forming the crown
of the locker. Each cable is fed to the appropriate locker
compartment through port and starboard chain pipes from the
forecastle deck. These chain pipes or spurling pipes are of
tubular construction with castings or other rounded end
mouldings to prevent chafing.
Question no 260C: how chain locker position for bitter end is
strengthening
by welded lugs & doubling of plate
Question no 261.How will you find LBP other than plan.
Length Overall (LOA): Length of vessel taken over all
extremities. Lloyd’s Length: Used for obtaining scantlings if
the vessel is classed with Lloyd’s Register. It is the same as
length between perpendiculars except that it must not be less
than 96 per cent and need not be more than 97 per cent ofthe
extreme length on the summer load line. Summer disp
122740, summer draft 14.219, Cb .8217, Lbp 238, , 43 is
breadth, 122740÷(1.025 x43 x.8217 x 14.219). =
238.34. Without any further reduction of dist aft to
rudderstock
Question no 262. Wheel house poster as per which
regulations
A. 601(15)
Question no 263.How to choose salver.
Based on equipment effort skills and facility available to
salver tug. When you inform company and port that I need tug
service i.e. salvage immediately. Then, salver tugs will come
voluntarily to you. since I can have more than one tug for
salvage .but when they comes to salvage .within a time period
I keep checking their performance if it seemed me that tug
which is not having proper equipment and not able to carry
out job as required then discard him. go for where results are
postive.first we sign LOF .then if you don't require any tug
.We can give him notice not required. Also I can see visually
and by communication with tug which tug is best suited .First,
prefer towage contract arranged by company if cant then go
ahead with salvage available. If, short on time master
overriding auth to select salver suitable for service. LOF is a
standard contract the risk of being charged extra by salver is
less. Finally tugs know if my performance is not worth .I can
be discarded. So, it is seamanship judgment at that time by
master and be ready for bollard pull calculation To
select the suitable tug, You can also tell office to verify the
salver details. Let them know all available salvage tugs
available. As u will b busy in many other things to overcome
the situation in the meanwhile office will check the details of
all the salvers and there past history and can suggest u the best
option possible.
Question no 264. Can anyone tell how much is 1260mmwg
in term of kpa ?
1kpa is 101.97 mmwg
So ,1260 mmwg = 1260 /101.97 = 12.35 kpa
Question no 265 Dynamic test every 5 years .Testing both davit launching gear & boat

Dynamic test is done every 5 year to survival craft .It is also called load test .load check is
1.1 times the weight of survival craft and it's full complement of persons and equipment .It is
as per SOLAS CH 3 regulation 20.Dynamic means boat is lowered with this weight and all
the components are checked
To withstand proof load. Gear testing is on load off load release system test. That is done by
through annual examination. Also winch brake dynamic test is carried out at maximum
lowering speed .load to be applied shall be mass of boat without mass of persons
This is also as per SOLAS CH 3 Reg 20.
Question no 266. If, shipper is not giving this info, only name of the cargo what to do,
cannot ask for P & I.
Master has to take his stand on the basis where if problem owner can claim it from p and I
club. For this he has to inform company get details of cargo from IMSBC code and carry out
test onboard to check TML and then also refer IMDG code for EMS and spillage where he
can refer during emergency. When all this he can sort out .give notice of protest to shipper
not giving deal ration. Then it is possible to load cargo and claim
Question no 267. What all docs required for carriage of bulk cargo?
Shipper declaration, msds, stowage plan, Cargo manifest, certificate of fitness, if grain DOA
mates receipt statement of compliance for the carriage of solid bulk cargoes'
Question no 268.What is revised guidelines for structure integrated system of contingency
planning for shipboard emergency.
As per resolution A.1072 (28) revised guidelines for structure integrated system of
th
contingency planning for shipboard emergency adopted on 5 Dec 2013 and in force on Ist
July 2015, revokes earlier resolution A.852 (20).
CONTENTS
1)General Remark.
The objective of which is to integrate the shipboard emergency situations, to develop
harmonization of contingency and translating company to use integrated system by putting
requirements of regulation into action. The need is to avoid duplication. So, it must be
differentiated by initial action and subsequent response depending on emergency situation
and type of ship.
2) Integrated system of contingency planning for shipboard emergency. Integrated
system provides uniform and modular designed structure which can be quickly referred and
reduce errors and oversight during emergency situations.
3) System modules
It has six modules
1) Introduction-(purpose and need)
2) Provisions-(how system is developed based on suggestions for improvement made by
company and shipboard personnel. To achieve there should be coordination communication
link. Also, free and open communication for reporting near miss, accidents and non
conformities. )
3) Planning, preparedness and training-(This provide emergency training and education of
shipboard personnel. Training should be at regular intervals. Records to be maintained.
Feedback is essential for refining based on lessons learnt.)
4) Response action-(It contain many grouping of emergencies fire, damage to ship ,unlawful
act, pollution , cargo related accidents, emergency assistance to other ships. It also contain
Initial actions and subsequent response,)
5) Reporting procedure-(When, how, whom, what to report)
6) Annexes-(planes and diagrams, bunker and ballast information, additional documents like
list of contact points, industry guidelines and cargo information.)
4) Example format and Appendix
Emergency plan implementation flow chart. It includes seven steps-
1- Evaluate the risk and hazard-
2- Identify the required response task.
3- Identify shipboard emergency response participants, their role, resources and
communication lines
4-Make change in plan and integrate them into system.
5-Prepare final plan and obtain identity shore side and ship side plan
6-Educate emergency response participants,
7-Establish periodic test, review and updates.
Appendix 1- Incorporation of integrated system of shipboard emergency plan in the company
individual safety management system.
Appendix 2-module structure
Appendix 3-module IV- response actions (1)
Appendix 4- module IV- response actions(2)

Question no 269 requirement of Deep-fat cooking equipment

As per solas ch II-II Reg 6.4,Deep-fat cooking equipment
installed in enclosed spaces or on open decks shall be fitted
with the following:
.1 an automatic or manual extinguishing system tested to an
international standard acceptable to the Organization; *

.2 a primary and backup thermostat with an alarm to alert the

operator in the event of failure of either thermostat;
.3 arrangements for automatically shutting off the electrical
power upon activation of the
extinguishing system;
.4 an alarm for indicating operation of the extinguishing
system in the galley where the
equipment is installed; and
5 controls for manual operation of the extinguishing system
which are clearly labelled for
ready use by the crew.
Question no 270 what is new discharge requirement for
sewage in special area
MARPOL Annex IV - Establishment of Special Area under MARPOL Annex IV
(Sewage) in the Baltic Sea
Background: Because of the area’s geography, the water volume exchange rate in the
Baltic Sea is very low – around 3% a year. As a result, there are concerns about the rising
concentration of nutrients caused by discharges from large passenger ships in concentrated
areas during concentrated periods.
Summary: Amendments to Regulations, 1, 9, 11, 12bis, and form of certificate – for the
establishment of a Special Area – were adopted. More stringent requirements within the
Special Area for discharging sewage from passenger ships that are contracted for construction
or in the absence of a building contract, the commencing construction (keel laying) on or
after 1 January 2016. In order to meet the requirement, a passenger ship must have holding
tanks or a sewage treatment system meeting the new standard. The requirements will be
applicable to existing ships as well. However, such enforcement is subject to the availability
of sufficient reception facilities in the area. Taking this opportunity, MEPC 62 also revised
the certification form that was given in the appendix to the MARPOL convention to rectify
existing inconsistencies. Performance standards for new treatment systems to meet these new
requirements have been developed. MEPC 64 adopted Resolution MEPC.227(64) - 2012
Guidelines on implementation of effluent standards and performance tests for sewage
treatment plants.
Application: All passenger ships visiting the Special Area will be required to comply with
the above requirements. The application dates were agreed at MEPC 68, as follows:
– For new passenger ships will be from 1 June 2019; and
– For existing passenger ships will be from 1 June 2021.
Question no 271 what is VGM in case of containers
1 July 2016:
1. Amendments to SOLAS Regulation VI/2 to require mandatory verification of container
weight

Background: Mis-declared container weight has been identified as the cause, or a

contributing cause, to operational and safety reported accidents in the past few years. An
incorrect weight declared by the shipper is not uncommon and the incorrect weight is then
used by the ship and the port facility in the handling and stowage of the
container. An incorrect declaration of weight can cause instability in a container stack leading
to loss of the stack and damage to the ship and cargo. It can also adversely affect the ship’s
overall stability.
Summary: New regulation VI/2 introduces mandatory verification of the gross mass of
containers and the guidelines for its implementation. Shippers will be responsible under
SOLAS to obtain the gross mass of a container and provide this information in advance to the
ship’s Master and terminals. The ship’s Master will be able to refuse a container
that has not been provided with a verified gross mass.
Implication: Shipowners and Ship Managers need to have the correct weight of the container
provided by the shipper and ports/terminals worldwide will either need to provide calibrated
measurement equipment or confirm with the shipper that the weight has been calculated prior
to the container arriving in port to avoid ship delays or containers
being caught in a dispute.
Application: The Requirements will apply to all containers to which the International
Convention for Safe Container (CSC) applies and which are to be stowed on a ship subject to
SOLAS chapter VI.
Question no 273.how will you confirm container VGM (verified gross mass) is correct. who
is testing authority.
This is the responsibility of the competent authority of the
State in which packing of the container was completed. In
order to allow the continued efficient onward movement of
such containers, the master or his representative and the
terminal representative may obtain the verified gross mass of
the packed container on behalf of the shipper. This may be
done by weighing the packed container in the terminal or
elsewhere, but whether and how to do this should be agreed
between the commercial parties, including the apportionment
of the costs involved. A packed container, for which the
verified gross mass has not been obtained sufficiently in
advance to be used in the ship stowage plan, will be denied
loading onto a ship. The shipper is responsible for providing
the verified gross mass by stating it in the shipping document
and submitting it to the master or his representative and to the
terminal representative sufficiently in advance for use in the
preparation of the ship stowage plan. Any costs associated
with the non-loading, storage, demurrage or eventual return of
the container to the tendering shipper of the container should
be subject to contractual arrangements between the
commercial parties.
The SOLAS regulation allows for two methods to verify the gross mass of packed containers:
• Method 1.Weighing the packed container using calibrated and certified
equipment; (weighing bridge or weighing appliance)
• Method 2: Weighing all packages and cargo items, including the mass of pallets,
dunnage and other securing material to be packed in the container and adding the tare
mass of the container to the sum of the single masses, using a certified method
 approved by the competent authority (dg shipping) of the State (india) in which
packing of the container was completed.
Method 2 will not be practical for shippers of bulk commodities like iron ore, grain, etc.,

Authorised testing service for weighing instruments and scales. The weight and measures to
be certified by the jurisdictional department of legal meteorology of state govt or union
territory govt will be accepted till 31.11.2016. it is mentioned in ms notice 9 of 2016.
Question no 274 Hamburg rule incorporated in b/l action by master?
We have to inform owners and p and I club as we may not be covered under Hamburg rules.
As, the limit of liability are different. Usually it will be pre decided under charter party

That Hague Visby or Hamburg rules will prevail. And check charter party too if provision of
Hamburg rule incorporation is there or no.
Question no 275. What is first & second overshoot in yaw test?
In 10/10 deg yaw test u alter to port 10 deg when vessel alters by 10 deg u alter stbd. but
vessel will overshoot little bit that is first overshoot. Now, when it will reach 10 deg stbd of
initial course and u alter port again but it will overshoot again that is second angle
Question no 276. What will be difference in drift on port beam wind and stbd beam wind
side for a stopped vessel?
Stopped vessel have no pivot point But there is centre of influence at the middle ie centre of
underwater volume disturbance. Effect of wind on ship beam will be at the middle of ship
usually slight aft from middle due to aft accommodation. this will form couple for aligning
centre of influence and wind force influence.ie ship will head slightly towards wind and get
drifted in the direction of leeway whether it is port beam wind or stbd beam wind
Question no 277. How to take over ship lay up for three years
Go for SMC, ISPS Cert if expired. Owner to inform P and I,H & M insurance. vessel will be
re-inspected by insurance surveyor. class surveyor will be conducted if due ,dry dock due, sea
trials will be carried out after re-commission, class to be changed from laid up .All machinery
equipments, mooring equipments ,all pumps will be tried out for proper functioning. Inform
flag state also. In cold layup, machinery is dead so before commission, we have to start
machinery and maintenance programme
Question no 278. What is Institute warranty .where will you find institute warranty limits?
The International Navigating Limits (INL), formerly Institute Warranty Limits (IWL), were
revised and renamed by the Institute of Chartered Underwriters in London, United Kingdom,
in 2000 and became effective in November 2003. The term IWL is still (in 2013) frequently
found in charter parties and related documents and should be updated to refer to INL because
there are significant changes in some areas. To “breach” INL is to navigate into or through
one of the either seasonal or permanently “excluded areas” without advising the hull
insurance underwriters and without paying the additional insurance premium which will void
the vessel’s hull insurance cover.
Question no 279. How will teach your chief officer how to do tank inspection with regards
to coating damage & corrosion
Good coating condition -with minor spot rusting.
Fair coating condition- with local break down of coating at edges of
stiffeners and weld connections and light rusting over 20 %or more of areas under
consideration but less than poor condition.
Poor condition -with general breakdown of coating over 20% or more of areas or hard scale
at 10% or more of areas under consideration
Substantial corrosion where wastage in excess of 75 % of allowable margin but within
exceptionable limits
Areas to check for coating are deck head, various tank stringers, side bulk head, ladders,
hatches and bottom. Check also in tank heating coils, anodes, condition of plates under bell
mouth, pipelines, valve conditions, hydraulic lines
Emergency fire pump how is it primed
Question no 280.
Its location is such that it will always have NPSH. Air lock
can happen only if there is any maintenance or leakage in
pump. There is a air lock but it is self priming because the air
lock is removed by a small vacuum pump.
Question no 281. If scopic is involved, article14 special
compensation is not applicable. Is it correct??
Yes
Question no 282. Taking over as master you find vessel unseaworthy you are still in port.
Refuse to sail, inform owner to rectify defect and inform authorities same.
Question no 283.how does SSAS works.
Press the button .transmitter will show green signal as transmission took place .alarm will go
to dg shipping security officer and company security officer through inmarsat satellite which
is directed first through by CSP (communication service provider) and then ASP (application
service provider) .Dg security officer confirm whether false alert or not. Then he forward it to
the security officer of surface and transport minister government of India. Then it will reach
to Indian coastguard, and security officer of near location then to coast guard near to ship
location then to SAR point of contact.
Question no 284. How will you make your ship seaworthy?
valid certificates, qualified crew and officers, safely manned, proper weight, description and
stowage of the cargo and ballast, proper condition of hull and equipment, boilers and
machinery. In every respect fit for the proposed voyage.
Question no 285.what is the role of the conservator of the
Mumbai port with respect to the present casualty off Mumbai
harbour?
Receiver of the wreck, find information of causality and
report to central govt
Question no 286. shipping casualty definition as per msa
shipping casualty shall be deemed to occur when - (a) on or
near the coasts of India, any ship is lost,abandoned, stranded
or materially damaged; (b) on or near the coasts of India, any
ship causes loss or material damage to any other ship; (c) any
loss of life ensues by reason of any casualty happening to or
onboard any ship on or near the coasts of India;(d) in any
place, any such loss, abandonment, stranding, material
damage or casualty as above mentioned occurs to or on board
any Indian ship, and any competent witness thereof is found
in India; (e) any Indian ship is lost or is supposed to have been
lost, and any evidence is obtainable in India as to the
circumstances under which she proceeded to sea or was last
heard of.
Question no 287. As per which section of MSA does the govt
appoint the receiver of the wreck?
Part 13 wreck and salvage 391.
Question no 288.what are the duties of the receiver of the
wreck
Where any vessel is wrecked, stranded or in distress at any
place on or near the coasts of India, the receiver of wreck,
within the limits of whose jurisdiction the place is situate
shall, upon being made acquainted with the circumstance,
forthwith proceed there, and upon his arrival shall take
command of all persons present and shall assign such duties
and give such directions to each person as he thinks fit for the
preservation of the vessel and of the lives of the persons
belonging to the vessel and of its cargo and equipment

Question no 289.Dangerous goods reporting with respect to

casualty off Mumbai harbour
The owner, master or agent of a ship carrying or intending to
carry any dangerous goods as cargo and about to make a
voyage from a port in India shall furnish in advance the
prescribed particulars of the ship and the cargo to such
authority as may be prescribed for the purpose. (4) A surveyor
may inspect the ship for the purpose of securing that any rules
under this section are complied with. (5) If any of rules made
in pursuance of this section is not complied with in relation to
any ship, the ship shall be deemed for the purpose of this Part
to be an unsafe ship. (6) This section shall apply, in the same
manner as it applies to Indian ships, to ships other than Indian
ships while they are within any port in India or are embarking
or disembarking passengers or are loading or discharging
cargo or fuel within Indian jurisdiction. Explanation :
expression “dangerous goods” means goods which by reason
of the nature, quantity or mode of stowage are either singly or
collectively liable to endanger the life or the health of persons
on or near the ship or to imperil the ship, and includes all
substances within the meaning of the expression “explosive”
as defined in the Indian Explosives Act, 1884, and any other
goods which the Central Government may by notification in
the Official Gazette specify as dangerous goods 1[but shall
not include,- (a) any fog or distress signals or other stores or
equipment required to be carried by the ship under this Act or
the rules or regulations there under; (b) particular cargoes
carried in ships specially built or converted as a whole for that
purpose, such as tankers.]
Question no 290. With respect to khalija case collision what
in your opinion was the reason for the collisions? Take models
& show me how the collision actually took place?
there was non-compliance with the following, solas chap
5,colreg -72, stcw-2010 part b, no BTM and BRM on the part
of the officers and masters of both ships ,master did not took
overriding authority for using assistance of tugs while they
were standby even she were under having ingress of water in
his before. there was not clear communication with the
VTIMS during the passage regarding the vessel msc chitra is
coming out.
Question no 291.What do you understand by "Verification
and Control"? (SOLAS CH IX
- Regulation 6
Verification by flag state and Control by PSC
Question no 292. 13. What do you understand by Port Act?
1. PORT procedures and port dues
 2. Powers to make and amend n limit rules.
3. Port officials powers and duties, conservator receiver of
wreck, remove obstructions within port, powers to cut
warps, recovery of expenses.
4. Power to board vessels
5. Ballast discharge , loading and discharge cargo
6. Port dues fees n other charges,
7. Pilot penalty
8. Master penalty for not extinguishing fire
9. Foreign deserters.
Question no 293 Legalities while loading Iron ore fines from
India?”You will
keep saying about solas and Imsbc".but He will ask - How
will you save yourself from going to prison. Legalities?
Shipper declaration, Transport moisture limit, lab report, can
test, check doubt as per imsbc, pictures. No entry in o2 def, no
moisture or water because of h2. Corrosion. Angle of repose.
Tell. Terminal for cargo trim requirements. Heavy then check
load density, bilges free tried, and covered, sounding, clear
action in port for rain or bad weather, Follow ism and smm
guide, ship watertight and preparation for sea, stability
calculation properly done, and have stability booklet, psc will detain if
breach of reg, stow plan, can aa, port of refuge, indsar rep, Shippier correct declaration ,Port
no mstock pile exposed, monitor wx, Notice 31 2009.
Question no 294. Preparation while leaving Vishakhapatnam - As per MSA?
Departure preparation, vessel should be seaworthy, check food and provision, cert clc,

Question no 295 When will you test Emergency steering?

Every 3 months

Question no 296.Your rudder stuck at 20 deg port while testing emergency steering,
actions as a master?

Hydraulic pump repair and report. NUC

Question no 297. Precautions while entering English channel. What all will you
brief to the crew and in the meeting? After crossing English Channel you go to Sweden, now
what precautions and agenda of meeting?

Heavy weather, trs, ice, beam swell, lookout for rigs unlit

Question no 298.Pump room flooding, Action?

Alarm, muster check if anyone missing, , checklist, source of flood, e ballast line, fire line or
tc line lkg, pump stop, use bilge wilden or portable pump, see if any oil or chemical out
leakage.put in slop make log book entry, incident rep. check all machinery, chek why no
alarm.
Sound Emg. Alarm - announce on PA - take head count -
display appropriate lights and shapes - all parties to
commence action as per emg response plan - sounding of all
tanks to assess the situation - investigate for any hull breach -
start bilge/ballast p/p as per orders by command team - check
vessels stability (intact/damage stability) - informs owners -
charterers - class - P&I culb - hull underwriters - coast guard
if near the coast - prepare for arresting the hull breach by
rigging of collision mat or other alternatives - try listing or
trimming the vessel if possible to carry out repairs if possible
- keep survival crafts in state of readiness - if situation
worsens consider beaching - salvage assistance or if in the
middle of the ocean then inform all parties and abandon the
ship.

Question no 299 Define MSA ?

An Act to foster the development and ensure the efficient maintenance of an Indian
mercantile marine in a manner best suited to serve the national interests and for that purpose
to establish a National Shipping Board and a Shipping Development Fund, to provide for the
registration, certification, safety and security of Indian ships and generally to amend and
consolidate the law relating to merchant shipping
What you know about PSC?A 787(19) as
Question no 300.
amended by A 823(21) 1052(27)
PSC is the exercise of the right of the port state to inspect a
foreign vessel to ensure that it meets the international safety,
pollution and other requirements

Question no 301. What is concentrated campaign carried out

by PSC?
PSC regions are carrying out CIC on an agreed topic. Besides
general routine, they will check certain equipments or
documentation on board. Each CIC is lasting for 3 months.
Question no 302.E/R on fire – CO2 used – Action after use of
CO2?
Keep monitoring the temperature of bulkheads and continue
boundary cooling - once satisfied/confirmed that fire has been
put off then send another set of SCBA party to ascertain
visually that fire has been extinguished - once SCBA party is
out of the engine room then start the ventilation - since the
CO2 is used up and fire may break out anytime and there is no
second defence so consult with the owner and class society
and head for POR to replenish CO2.
Question no 303. You find a stowaway on board – action?
Act firmly but humanely – if more than one then separate
them – search thoroughly for documents, valuables and
contraband – take charge of the items found, list them and seal
it – keep one list in the packet and the other list in a safe
custody – carry out a formal interview to determine the
identity, nationality and address of the stowaway, also the
address of next of kin and reason for stowaway – inform
company, p&i club, last port agents, next port agents – inform
charterers for delay if any – next port agents to arrange for the
disembarkation of the stowaway – no shore leave at arrival
port until the stowaway has been taken over by immigration
officials – detailed reporting to the company regarding the
incident along with the copies of stowaway searches carried
out on board.
As Per Resolution A 871(20).MASTER
1.1 to make every effort to determine immediately the port of
embarkation of the stowaway;
1.2 to make every effort to establish the identity, including
the nationality/citizenship of the stowaway;
1.3 to prepare a statement containing all information relevant
to the stowaway, in accordance with information specified in
the standard document annexed to these Guidelines, for
presentation to the appropriate authorities;
1.4 to notify the existence of a stowaway and any relevant
details to his shipowner and appropriate authorities at the port
of embarkation, the next port of call and the flag State;
1.5 not to depart from his planned voyage to seek the
disembarkation of a stowaway to any country unless
repatriation has been arranged with sufficient documentation
and permission given for disembarkation, or unless there are
extenuating security or compassionate reasons;
1.6 to ensure that the stowaway is presented to the
appropriate authorities at the next port of call in accordance
with their requirements;
1.7 to take appropriate measures to ensure the security,
general health, welfare and safety of the stowaway until
disembarkation;
Question no 304. What are the precaution for safe
Helicopter operations.
1. Ensure that all riggings and obstructions about the
helicopter landing/transfer area are cleared away
2. Secure and stow away any loose items which may become
caught with the down draught from helicopter rotor blades
3. Check and ensure communication with the deck controlling
officer and between the bridge and helicopter
4. Muster damage control/fire party close enough to the are of
operations as to be available in an emergency
5. See that the static hook handler is properly equipped
6. Display wind sock or smoke signal
7. Observe helicopter operations procedures
8. If operating at night ensure adequate lighting without
blinding the helicopter pilot
9. Display proper lights and shapes throughout operations
Question no 305.Contents of damaged control plan / booklet?
As per Solas Ch –II – 1, Reg 23.1
Damage control plans should be readily available or
permanently displayed on nav bridge, clearly showing the
following:-
A) Boundaries of w/t compartments
B) Openings in such boundaries and means of closure
C) Position of controls for such operation
Arrangements for correction of list due to flooding
In addition, booklets containing the above info shall be made
available to the ships officers
Indicators to be provided for all sliding/hinged doors in w/t
bulkheads
Indicators whether doors are open or closed – on Navigation
Bridge
Indicators for shell doors and other openings that could lead to
flooding – on nav bridge
Listing of - equipments, conditions and operational
procedures
Question no 306 What will you check in a Passage Plan.
1) The following checks should be made while checking a
passage plan:
2) All voyage charts are corrected upto the latest NTM
available including T&P Notices.
3) All voyage publications are corrected upto the latest
NTM.4) Largest scale charts are available and are being used
especially during coasting.
5) Latest Met/Nav. Warning are identified and plotted on
chart.
6) The reliability of charts (e.g. Survey dates, date of
publishing) has been taken into account.
7) Errors of datum shift is taken into account.
8) ‘NO GO AREAS’ has been marked appropriately.
9) True courses plotted on the charts are clear of all dangers,
taking into account vessel’s deepest
navigational draft, minimum UKC and controlling depth.
10) Places of tidal streams and strong currents are identified
and clearly marked on the appropriate charts.
11) Calculation for squat at different speeds of the vessel is
done.
12) Contingencies have been identified at each leg of passage
and shown on chart, such as abort point, point of no‐return
and contingency anchorages.
13) Bridge manning levels and position fixing methods
(primary and secondary) identified at various legs of the
passage plan.
14) Radar conspicuous objects, transit bearings, clearing
bearings/ranges and indexing lines are marked on chart.
15) Course/Speed alteration points taking into consideration,
advance/transfer, w/o positions marked.
16) Points where change of machinery status is required. (e.g.
Standby Engines, Change over to manual steering, etc.) are
marked properly.
17) Reporting points with reference to mandatory or voluntary
ship reporting systems (Pilot stations, port control, VTIS, etc.)
are marked.
18) Places where less depth may be encountered shall be
marked with “Echo sounder on & monitor UKC”.
19) Pilot embarkation/disembarkation points, points where
anchor or mooring stations to be standby are marked.
20) All courses transferred on charts are correct and distance
and ETA to each point is shown.
21) Tidal predictions are included at all critical positions.
22) Focal points of heavy traffic are marked.
23) Places where master to be called and master to be on
bridge are clearly marked.
24) MARPOL Special areas are marked.
Question no 307.If you at anchorage area on a tanker in USA
port - pollution occur – action?

Emg Stop – Inform barge if bunkering operations - Raise emg

alarm – announce on PA – manifold personnel to take all
measures to prevent oil escaping overboard - commence
action to control oil spill - activate VRP – sorbent booms,
mats, transfer of oil, wilden p/p, shovelling etc. – Oil spill
reporting as per VRP – notify company, DP, qualified
individual in US, inform port authorities – if major oil spill
then QI to arrange for local Oil Spill Clean-up Team – keep
sequential record of incidents – all log books including ORB
updated. QI (Qualified Individual) drill required to be carried
out every 3 months and prior arrival US port.
Question no 308 You are on an Indian flag vessel and collide
with fishing boat in Egyptian waters – action?
Take over con – stop vsl – emg alarm – muster and take head
count – all parties to take action as per contingency plan -
investigate damage to own vessel - As per MSA 348 duties of
master in case of collision is to render assistance to the fishing
vessel without endangering own vessel and personnel –
exchange information between vessels – OLB entry – keep
record of all events – inform owners, p&i club, class soc.,
coastal state – rescue personnel – etc
Action as MS ACT article 348~350 & 358~362
Question no 309 .Vessel entering English channel – as a
master what all you will check?
The surveyor want to hear SPECIAL AREA(ECA), it is to be
marked on chart, the bunker to be change over prior entering
the SECA region. Try out Engines & steering gear prior
entering English Channel.Carry out bridge team meeting in
advance, reporting area, crossing traffic, contingency
anchorages, use of tide(ETA will be amended), WOP marked,
consider precautions for Restricted visibility, if Wx bad deep
sea pilot may be taken.
Question no 310.You are discharging crude oil in US port -
spillage occurs – what all reporting you will do?
Inform terminal - Emg stop - Raise emg alarm – announce on
PA – manifold personnel to take all measures to prevent oil
escaping overboard - commence action to control oil spill -
activate VRP – sorbent booms, mats, transfer of oil, wilden
p/p, shoveling etc. – Oil spill reporting as per VRP – notify as
per reporting procedures to company, DP, qualified individual
in US, inform port authorities – if major oil spill then QI to
arrange for local Oil Spill Clean-up Team – keep sequential
record of incidents – all log books including ORB updated.
Question no 311.You are on an Indian flag vessel and you
vessel gets grounded in south china sea – what all
investigations needs to be carried out?
As Per MS Act article 358-362
Question no 312.Berthing of a vessel with onshore wind
without tug?
Approach berth at an angle of 25-30 deg – when bow of vsl is
one beam width off the berth – operate astern propulsion –
bow will cant to stbd – vsl now will be parallel to berth and
drifting slowly on to the berth – pass respective lines and
make fast the vessel portside.
If strong onshore wind then use stbd anchor at abt one and
half beam width – pay out cable accordingly to adjust the
heading.
Just confirm if we will use anchor in case of offshore winds
Question no 313.What is the water provision requirement for
the crew on an Indian flag vessel as per MS Act?
Water to be of sufficient quantity available on board as per
crew article of agreement.
In every ship to which these rules apply, there shall be available a supply of fresh water sufficient for the was-
basins, baths and showers fitted in compliances with these rules. The supply shall be provided from tanks of a
capacity of at least 45.46 litres for each member of the crew for each day likely to elapse between successive
replenishments of the water or by other equally efficient means. If service tanks are fitted for that purpose
they shall be directly connected with the ship’s main washing water or drinking water storage tanks. In ships of
1,000 tons or over any pumping necessary for the supply of fresh water shall be mechanical power.
In every ship to which these rules apply, a supply of drinking water shall be provided in the crew
accommodation from tanks of an adequate capacity for the purpose from tanks of an adequate capacity for the
purpose having regard to the number of persons in the crew and the time likely to elapse between successive
replenishments of the water or by other equally efficient means.

Question no 314. What are the requirements for loading Iron

ore in an Indian port?
i) The ship owner shall comply with the provisions of SOLAS
Chapter VI, IMSBC Code and additional safety measures for
bulk carriers under Chapter XII of SOLAS 1974, if
applicable;
ii) The shipper shall provide the master or his representative
with appropriate information on cargo sufficiently in advance,
prior to of the loading of iron ore fines to take precautionary
measures, which may be necessary for proper stowage and
safe carriage of this cargo.
iii) The Port Authorities shall ensure that shipper gives current
cargo information such as Moisture Content,( including Flow
Moisture Point (FMP) and Transportable Moisture Limit
(TML), and Cargo Density declaration. They shall also fulfill
their relevant obligations specified in the IMSBC Code which
includes the provisions specified in the Code of practice for
the safe loading and unloading of bulk carriers (BLU Code);

iv) The agent of the ships calling Indian Ports for shipment of
captioned cargo shall advise and encourage the Masters to use
their discretion and overriding authority under SOLAS 1974
as amended;

v) The masters are directed to verify the moisture content of

the iron ore fines, if in any doubt, in accordance with the
provisions of IMSBC code prior to the acceptance of the
shipment during the entire loading operations;
vi) The Ports are requested to facilitate entry of vessels in
need of assistance as places of refuge when the masters are
apprehensive about.
the safety of their vessels due to excessive moisture contents,
taking into account the provisions of IMO Resolution A.949
(23) that deals with Places of Refuge. In doing so, the Port
shall take all measures for the safety of their own Port. If in
any doubt, the Port Authority shall consult
the D.G. Shipping, notified as Maritime Assistance Service
(MAS) in accordance with IMO Resolution A.950 (23).
Question no 315. Hague visiby rules responsibilities as
master ?
Have a seaworthy ship.
Carefully load stow carry keep care for and discharge cargo
Provide shipper B/L
Question no 316. You are in Mediterranean Sea. Last cargo
loaded was phosphate and next is urea. How will you prepare
hold.Can you put the water wash to sea.
1.First of all check in shipper declaration if cargo is HME or
no. 2. If HME u cannot throw the wash water 3. If not HME
then loadport and disport both should be in special area and
no reception facilities available at these ports. 4. Vessel should
be enroute. Refer imdg code to fine phosphate is HME or not .
if shipper has not provided information then action as master
refuse to load.
He basically is asking as amendment to imsbc code with new
section protection of marine environment is going to
mandatory in jan 17. As per amendment shipper need to
declare if cargo is hme or not in shippers declaration. As per P
and I clubs also shipper has to provide a certificate of TML
and The master should also receive before loading
commences, a letter from the shippers indicating that he will
be supplied with certificates stating the average moisture
content of the cargo loaded into each separate hold . So if
these documents are not provided by shipper prior loading
concentrate we can refuse to load. can test can tell the proof
of further lab test. That's enough to stop loading and wait for
another stockpile or latest lab test
Question no 317. Can you load imdg cargo in general cargo
ship? How will you to go about it.
we need document of compliance for carriage of dangerous
goods. The list of spaces where what kind of imdg is
permitted or not permitted is listed in such certificate
appendix . Class 6.2 and class 7 can be carried without doc
but in limited quantities as per solas ch2 reg 19.
Question no 318. Documents required for flag state
dispensation for any bridge equipment?
Statement of facts, Last service report, Plan for repairs, Risk
assessment,SEQ certificate.
Flag can have a prescribed form for such report which can be
filled. Mostly a dispensation letter will not be issues but a
letter of acknowledgement as the non working condition is
allowed only till the vessel reaches port. Under solas ch 4
reg15.8 and ch 5 reg 16.2 such malfunction will not make
ship seaworthy and voyage is allowed till port where repairs
can take place provided master has taken suitable steps to
compensate for the unavailable equipment
Question no 319.what is FSA .how it done.
FSA can be described as a systematic method of enhancing
maritime safety which is done through a careful process of
risk assessment and evaluation. International Maritime
Organization, IMO defines FSA as a ‘rational and systematic
process for assessing the risks associated with shipping
activity and for evaluating the costs and benefits of reducing
the risks. Basically it's a risk assessment Formal
Safety Assessment is done according to guidelines given by
IMO. A five step process has been suggested by IMO. These
steps are: Identification of hazard-Risk analysis Risk control
options Cost benefit assessment Recommendations for
decision making.
Question no 320.You are doing briefing in your company
how will you come to know which surveys are due on board
the ship you are joining?
Ask for Class Quarterly Report – it mentions about the
surveys and inspections due for the next quarter of the year.
Question no 321. What is Continuous Machinery Survey?
Different items are opened up and inspected on a continuous
basis during the period of 5 years at shipowner’s convenience,
depending upon the type of equipment such that all
equipments over a period of 5 years are inspected at the
required intervals. The society provides a quarterly report of
the items due for survey during that quarter. Any item not
shown is carried fwd to the next quarter
Question no 322. What are different types of surveys?
Initial Survey, Annual Survey, Intermediate Survey, Renewal
survey, Special survey, Ship condition survey
Question no 323. Prepare your vessel for IOPP annual,
intermediate and renewal survey ?
Oil record book properly filled & updated
Oil discharge monitoring & control system in good working
condition
OWS & OFE in good condition
Pumping & piping system min good condition
SOPEP is updated & endorsed
Antipollution gear is sufficient
Record of ODME is maintained
Question no 324. You are joining a bulk carrier - how will you
come to know from the jetty whether the ship can carry heavy
density cargo or not?
we will see a solid equilateral triangle on the ships hull on
both sides of the ship sides 300mm below deckline and sides
of 500mm.
Question no 325.Your vessel can not carry heavy density
cargo - but your charterers / owners are forcing you to load
heavy density cargo – what action you will take?
MASTER OVERIDING AUTHORITY
Question no 326. What is place of refuge as per MAS(marine
assistance service).
As per A.949(23).Place of refuge means a place where a ship
in need of assistance can take action to
enable it to stabilize its condition and reduce the hazards to
navigation, and to protect human life and the environment.
MAS means a maritime assistance service, as defined in
resolution A.950(23), responsible for receiving reports in the
event of incidents and serving as the point of contact between
the shipmaster and the authorities of the coastal State in the
event of an incident.
Question no 327.Which are non solas ships.
Solas Chapter 1 Reg 3.Ships of War & troopships, Cargo
ships of less than 500 GT, ships not propelled by mechanical
means, wooden ships of primitive build, Pleasure yachts not
engaged in trade, Fishing vessels
Question no 328.P&I Clubs role in case of oil pollution?
P&I Clubs are mutual, non-profit making associations which insure their shipowner members against various third-party
liabilities, including oil pollution. Whilst each Club bears the first part of any claim, the concept of mutuality is extended by
the ‘pooling’ of large claims by the major P&I Clubs that are members of the International Group. To safeguard members in
the event of a catastrophic claim above the limit of this ‘pool’, excess reinsurance is placed by the International Group Clubs
on the world’s insurance markets, in the case of oil pollution up to US$1 billion. It should be emphasized, however, that this
sum has no relevance in the vast majority of oil spill cases since it would only be available in rare circumstances, for
example if a tanker owner lost the right to limit his liability under the CLC in a very expensive case.

Question no 329.Taking yard delivery of ship. how wil u

ensure ISM compliance. Contents of SMS.
Told him criterias to fulfill so that interim SMC is issued viz.
company should have DOC or IDOC for that type of ship -
audit planned within 3 mts - approved SMS on board -
officers 2 get familiarization with sms - instructions reqd to be
posted before sailing etc. contents of sms.
Question no 330.contents of cert of fitness for chemical
tankers. charterer wants to load cargo named xyz - but its not
listed in ur cof so u refused -charterer says ship has loaded it 1
yr back.
Ask charter the un no. of the cargo because it is possible that
the name has altered. check the un no. in cof.
Question no 331.2/O calls u at 0100.v/l in TSS.u go on
bridge & VTS tells u that ur v/l had crossed into wrong traffic
lane.2/o admits he had 2 bcause of some collision avoiding
action. What wil u do.
Tell vts that it was emergency situation so u needed to cross
lane. make addition in ur night orders that all oow’s to call u if
he needs to take such action again & inform vts if any v/l
impeding nav.make entry in deck log book of circumstances
& actions. Entry in vhf log w.r.t communication with vts
regarding the same because vts may report your actions to flag
state.
Question no 332.Man over board actions. Man overboard for
5-6 hrs in cold waters & it has got dark.wud u abandon the
search & proceed.
Tell him mob actions. inform owner & p&I of situation. keep
touch with mrcc as they have more experience & knowledge
about the area than me.Make consensus with mrcc -owners -
p&1 to decide whether to abandon search.
Question no 323.engine room fire.actions.2 e/r crew missing
& last seen in e/r -need 2 release co2.what to do.
actions in case of fire. now out of control. search parties to e/r
for finding missing men. Ask squad leaders (c/o -c/e -2/o -e/e
-3/o)to ask their team members if anybody seen them. ensure
em fire escapes are not blocked.
Question no 324.On what grounds you can disqualify your
C/E and what is the procedure you will follow
if C/E has became serious threat to the safety of the vessel and
the safety of the crew member den I can disqualify.
Procedure: warn him, inform the company about the same
answer. tell company to keep ready C/E to replace him in
short notice, if C/E still not improving den make log entry in
presence of one senior management level officer and one of
the crew member as witness
Question no 325. When will you carry out safety meeting?
as per companies policy i.e. once every month. Whenever
received safety bulletin from company
And which is of serious issue. Whenever Master thinks of
deemed necessary whenever crew
Report the major safety concern issue
Question no 326. At night second officer tell you, your vessel
is LNG,other vessel on port bow and
0.2 NM off and collision is imminent what action what colreg
will apply. What is obligation as
Per msa act
Rule 2 responsibility , prepare for collision. Duties of master
during collision, OLB entry and Casualty reporting
Question no 327.What all codes you know about.
-casualty investigating code
-FSS code
-LSA code
-BLU code
-IMSBC code
-CSC code
-Grain code
-IMDG code
-ISM code
-ISPS code
-INF code
Question no 327. Master duties towards owner
-As a Master I will comply with the Lawful requirement of
the owner
- carry the passage in safe n shortest route so that the owner is
beneficial
-carry out PMS of the vessel show that there should not be
any breakdown. which cud cause delay and fines.
Question no 328. Master duties at sea.
-As a Master I will make sure that my vessel is complying
with international conventions.
.i.e solas /marpol….
-As a Master I will make sure that my crew is aware of the
hazards associated with the cargo/and normal perils of the sea
and I will impart proper training by carrying out regular drills
-As a Master I will make sure that all my LSA/FFA are in
state of readiness
-As a Master I will make sure that proper navigational
watches are kept and accordingly
watch keepers are complied with work n rest hours.
-As a Master I will comply with the Lawful requirement of
the Owner /Charter
-As a Master I will make sure that vessels PMS is followed.
-As a Master I will make sure that my crew’s moral is all
time high.
Question no 329.What does MS rules says about dangerous
goods
MS rules about Dangerous goods gives us guidelines for
safely loading/stowing/carriage/
unloading dangerous goods and what precautions to be taken
for the safety of crew/ship
and environment.
Question no 330. You are loading dangerous goods and found
one leaking, Action.
As a Master I will Reject the Cargo(use my overriding
authority power). For safety of
my ship/crew/environment
Question no 331.Master duties in port and what your
obligation towards port.
As a Master I will comply with the Port act/Coastal
regulations and also with special ref to
the security requirement as required in that port (ISPS)
-As a Master I will make sure that my vessel fully comply
with the Port rules and regulations.
-As a Master I will make sure that my vessel is safe to berth
 and carrying out loading/
unloading operation safely.
-As a Master I will make sure that my vessel is not causing
any harm to the environment and nor causing any harm to the
third party.
Question no 332.Master duties as per ISM.
-implementing the safety and environmental-protection policy of the Company;
-motivating the crew in the observation of that policy;
-issuing appropriate orders and instructions in a clear and simple manner;
-verifying that specified requirements are observed; and
-periodically reviewing the safety management system and reporting its deficiencies to the shore-based
management as part from above…

-making sure that all the crew members are aware of

companies policies
-making sure all the crew members are working towards to
achieve the goals in safer manner.
-making sure that before commencing any task all safety
precautions are taken care, tool box meetings held, checklist
filled up and followed
-making sure all the task are carried with zero accidents and
protecting the environment.
Question no 333.As a master how will you implement ISM
on board

-implementing the safety and environmental-protection policy of the Company;

-motivating the crew in the observation of that policy;
-issuing appropriate orders and instructions in a clear and simple manner;
-verifying that specified requirements are observed; and
-periodically reviewing the safety management system and reporting its deficiencies to the shore-based
management

Difference in duties of chief officer and master.

Question no 334.

Master is the supreme authority on board the vessel. chief

officer will directly report to Master. Master will have overall
view of the onboard activities and On instructions from
Master, C/O will prepare loading /unloading plan, carry out
PMS of the Deck department , carry put drills and impart
training to the crew.
Question no 335. When will you beach a vessel?
Listing due to shift of cargo
sinking.
Question no 336. Action after rescuing a person from sea?
Inform owner - medical attention - details of person rescued -
entry in OLB.
Question no 337.Difference between stowaway an refugee?
Stowaway: - comes on board without knowledge of master -
owner - mate
Refugee:- person rescued at sea - war zone - seeking asylum
Question no 338. what new amendments are coming
regarding bulk carriers.
the new amendment in imsbc rearding procedure for testing
TML of iron ores and also about the new ballast water
convention

Question no 339.2 mate not reported back from shore leave.

nd

Action?
Inform agent. Check seaman’s club - bar - pubs. Inform police
station - inform owners - inform shipping master at port of
engagement. Check safe manning certificate if can sail
without 2 mate. Make entry in OLB.
nd

Question no 340. How will you come to know when the meat
gets spoiled?
Will turn blue
Question no 341. What is the frequency accommodation
inspection as per msa? What all item you will check?
10 days - condition of accom - galley/stores cleanliness -
condition of provision - lsa/ffa in accommodation.
Question no 342.What are duties of master as per MS ACT?
Maintenance of vessel - sign on/off of crew - crew accom
inspection - provisions - medical facilities etc
Question no 343. you are PSC inspector. how will u go about
ur job.
ascertain age/tonnage/type of v/l to know what regs apply
etc…then cert. -v/l insp. -form a & b.how do mou’s target
v/ls.(I told him that I had read about Paris mou’s calculations
by which a v/l gets rating. For each criteria the v/l gets a
rating which are summarised to determine if the v/l has 2 be
inspected or not. some of these criteria’s are last visit -type -
age -single/double skin -type of cargo -flag - last detention
reports -owners etc & he was convinced). Diff between white
flag & grey/black flags/FOC’s.(white flags ensure compliance
with conventions & keep vessels in good maintenance so not a
pollution rust bucket problem)
Question no 344. Your ship going from Mumbai to Jeddah at the onset of south west
mansoon.action as a master
Heavy WX Precautions VIZ-Hatch covers, Booby hatches battened down and secured,
Anchor lashing taken for sea, Cranes securely parked, may be necessary to go slow rpm, send
storm reports if on the way, no work on deck if wx is poor post extra duty on bridge there
may be reduced visibility

Question no 345. What is FOC?

Open register - genuine link - social - technical – commercial
Question no 346. you have to load at 3 berths in usa river
ports. You have air draft restriction at 1st loading berth what
will you do. What options do you have.
I will go with heavy ballast and if that also does not work, then I will inform owners about
this thing and give them an option that I can load at the other berths first and then come back
to this berth.

Question no 347.Tell me something about blu code.

Informations exchanged prior arrival.
IMSBC code is international maritime solid bulk cargoes
code. it has been made mandatory from 1st Jan 2011, it
replaced the Bc code, all the solid bulk cargoes are
categorised as group a: cargoes which mal liquefy when
transported at a Mc below TML, group B; cargoes which
possess chemical hazards, and group C: cargoes thet are
neither liable to liqefy nor possess chemical hazards, there are
total 13 sections, section 11 and 13 have been added theyu are
security provisions and references>>> BLU is a part of
IMSBc coce it is appendix (4).Earlier it was a seperate code.
Question no 348.If your owners declare in a new cp that your
vessel will be doing 15 kts and consp of 30 tons, which is not
realistic what will you do.What will be owners intrest in time
charter party.
In charter party either bunker consumption or speed will be
mentioned and second thing will be mentioned at
approx.These are based on sea trial basis .If the ship is
designed to do so and cannot perform as per the condition get
the under water inspection and get hull cleaning if required
Question no 349.You are taking over as a master with full
new compliment from a greek owner and u have loadline
survey planned next day how will you ascertain that load line
is marked properly.
Compare with loadline certificate and measure my draft marking with respecct to it
Question no 350. what was the last notaion of you ship
IRS: SUL OIL TANKER,DOUBLE HULL, ESP, SPM, ETA, INWATER SURVEY, IY, SYJ, VCS2, NV. ABS+A1(E),OIL CARRIER
ESP,SH,SHCM, +AMS, +ACCU, VEC, RW, CPP, SPM, UWILD, TCM

Question no 351. Greek ship ur loading cargo and owner and

previous charters want to continue with voyage charter also
loading is completing in 24hrs what will you do.
Everything relating to charterparty
Question no 352. greek ship has COC for having doubler on
top of fuel oil tank and cargo to be loaded on top of that COC
validity only remaing for one month and voyage is for 1.5
months.what will you do.
we have to empty out fuel oil tank and get cleaned.vessel to
proceed repair yard for changing plate. for tankers: in order to
get the repairs done for the bunker tank. it is small tank.
youneed to carry out ventilation after draining oil.mob dry
.clean by diesel oil. and get repaired. other cargo tanks may
required to be tank cleaned adjacent to it for hot work.
Question no 353. Name all the certificate who does not have any survey.
COFR renewed before 20th feb every year
CLC and Bunker certificate
Question no 354. What are the arrangements onboard for control of VOC. How u manage it
Vapour return line,PV valves/ high velocity vent valves, mast riser and pv breaker.
After loading maintain pressure 300 mmwg to 500 mmwg .so that if in case increase in
prsessure during day can hold upto 1200 mmwg and in night can hold drop pressure to zero.
Question no 355.At discharge port receiver comes without b/l. Will u discharge the cargo.
even if he provides a proof that he is one of the receiver as per b/l or he is ready to provide
LOI.
Can be done in case of a Straight B/L .Reciever has to show his Identity. no..unless the owner
does not approve in writing. once the owner agrees to it in written u can discharge as the
master represents the shipowner and the shipowner is responsible if the reciever is a fraud or
somthing like that.. so only if the shipowners agree to the LOI, master can release the
cargo. so as a master u wil wait for written permission from the shipowner charterer might
force u to sign it, but in d end as a master its d shipowner who decides..
Question no 356. U are arrived in discharge port with damaged cargo and receiver is
claiming for damage, what action u will take.
issue lop and inform p&i. p and i will carry out survey .give all records to him to find out
cause.finally, p and i will cover the cost.
1.show him the mates recipt .
2. present the BL showing that it is not claused.
3. Giving the photographic evidence of during the loading of the cargo.
4. Or else giving the photographic evidence during the incident damage with its cause
thereof..
5. Show him note of protest if damage caused by weather causes.

Question no 357.you bunkered at some port and after landing sample for analysis u sailed
out. In mid sea u are informed that fuel oil supplied is of poor specs. What action u will take.
Check old fuel and diesel rob and assess the situation by considering to return back to bunker
port or if any other alternatives possible to reach other port with the old available fuel where
u can debunker and take another bunker.

Question no 358.What is the difference between navigation

light and normal light?
Normal light can be fitted in two grooves with a spring lock
arrangement, whereas the navigation light needs three
grooves. Secondly, navigation light has two filaments, and
normal light has one.
Question no 359.You are joining as a Master on a new yard
delivery. How will you implement ISM onboard?
“The implementation of ISM is started in the office by the
DPA. The DPA gives guidance to the master as to how it is to
be implemented onboard.”
Additionally, as a Master in order to implement the ISM code,
I will: Ensure certifications and documents; review SMS;
ensure sufficient resources and personnel; ensure inspection
and maintenance is carried out as per PMS; ensure emergency
preparedness; and ensure safety of ship board operations.
Question no 360.You found a stowaway after 2 days of
sailing; what will be your action?
Step one, I will take the stowaway into safe custody, and
conduct an extensive search for any other stowaways.
Secondly, I will treat the person humanely, and offer food and
water. Thirdly, I will ask the person questions and get as much
information as possible about him or her. Next, I will collect
all documents that he or she has on him or her and make an
inventory or all the possessions found on the stowaway.
Lastly, I will inform the company, the last port agent, and the
next port agent, and will not deviate unless advised so.
Additional points to bear in mind:
• Ensure that the stowaway is in healthy condition. In case
he/she is unhealthy, render medical aid and seek medical
guidance as necessary.
• Instruct the crew attending to the stowaway to keep their
interactions to the minimum required.
• Ensure that the stowaway is not used for carrying out any
of the ship’s work.
Question no 361.What are different types of containers? Give
me technical names.
Standard containers, high cube containers, open-top
containers, flat racks, ventilated containers or fantainers,
reefer containers or “temperature controlled container units,”
tank containers or tanktainers, and dry bulk containers or bulk
containers.
Question no 362.What is the technical name of a reefer
container?
Temperature controlled container unit.
Question no 363.Why can’t you carry onions in reefer
containers?
Because, the commodity itself is cheap, and it will not cover
the cost of hiring a specialized container (reefer). Also,
because onions require ventilation and emit gas.
Question no 364.What is a contingency?
A contingency is a pre-determined plan that is to be carried
out if something does not go as per the original plan. For
example, contingency anchorage area while approaching a
port, if steering fails, etc.
Question no 365.How many contingencies did you have on
your last vessel?
Abandon ship, Black out, Bomb threat, Bridge controlled
telegraph failure, Shifting of cargo, Collision, DG
contingency, Dragging anchor, Fire, Flooding, Grounding,
Gyro failure, Heavy weather damage, Helicopter crash, Main
engine failure, Medical emergency, Man overboard, Oil spill,
Piracy, Stowaways, Salvage, Search and rescue, Steering
failure, Striking berth or other object, and Vessel listing.
Question no 366.You are informed that three holds of your
ship are flooding; what is your action?
First, I will raise the alarm, muster all crew, and get a head
account to ensure that everybody is present and accounted for.
Next, I will ensure that all water tight doors are closed, and
will start pumping out bilges. Following this, I will attempt to
determine location, extent, and cause of flooding. Then, I will
inform the company and class, and seek their assistance and
technical expertise to determine whether the safety of the ship
is compromised. Next, proceed to closest available port for
repairs if stability of ship and expected weather conditions
permit. In case the vessel is in danger of foundering, I will
send out a distress alert by all available means and consider
abandoning ship.
Question no 367.How would you determine the ship would
sink?
After determining the extent of flooding, I will consult the
damage stability booklet. Additionally, I will seek assistance
from SERS (ship emergency response service) and company.
Question no 368.What is grounding, stranding, and
foundering?
Grounding - vessel touches the bottom.
Stranding – vessel touches the bottom and cannot be re-
floated.
Foundering - vessel losses positive buoyancy.
Question no 369.What is port of refuge?
Port or place of refuge is a shelter for a ship in a damaged
condition endangering life, health and/or environment.
Question no 370.What is a safe port?
“A port will not be safe unless, in the relevant period of time,
a particular ship can reach it, use it and return from it without,
in the absence of some abnormal occurrence, being exposed to
danger which cannot be avoided by good navigation and
seamanship.”
Additional points:
• A port at which a ship can go in and come out without
any problems at any given time
• A port which is free from any political problem
• A port to which a ship can enter but cannot leave
without cutting her masts
Question no 372.When would you consider a vessel
unseaworthy?
MSA Part IX, Section 334, states a ship is unseaworthy when
the materials of which she is made, her construction, the
qualification of the master, the number and description for the
crew and officers, the weight description and stowage of
cargo and ballast, the condition of her hull and equipment,
boiler and machinery, are not such as to render her in every
respect fit for the proposed voyage or service.
Additional points:
“If even one certificate of the ship is expired or missing, the
ship is considered unseaworthy. This is because if even one
 certificate is invalid, all other certificates will automatically
become invalid.”
Question no 373.What are statutory and mandatory
certificates?
Statutory certificates are those that are required to be carried
by ALL ships as per statute or international law. Some
examples of statutory certificates are Ship Safety Equipment
Certificate, Ship Safety Construction Certificate, International
Air Pollution Prevention Certificate, and International Ship
Security Certificate. Mandatory certificates are also required
by law, but are applicable to only specific types of ships; for
example, DOC for carriage of dangerous goods for container
vessels and Certificate of Fitness for chemical tankers.
Question no 374.What is convention, protocol, resolution?
Convention: A multilateral treaty document, which is legally
binding. It is a written agreement among countries through the
medium of a global forum like the IMO. It regulates maritime
issues of significant concern to the IMO such as safety of life
at sea and marine pollution.
Protocol: Treaty instruments made when a major amendment
is required to a convention that has already been adopted but
is not yet in force. It brings about a change of vital
importance. It can also be used to extend the application of the
convention to states that were not originally parties thereto.
Resolution: A policy decision in document form made by the
IMO assembly or a sub-committee regarding an amendment
or recommendation is called a resolution. Resolutions need
not be legally binding.
Question no 375.How many rules in ROR?
41
Question no 376.what are the amendments of IMSBC code.
As per RESOLUTION MSC.393(95) (adopted on 11 June 2015) the amendments in whole
or in part on a voluntary basis from 1 January 2016. Mandatory compliance with the
amended IMSBC Code requirements will commence on 1 January 2017.
a)Appendix 5 is added bulk cargo shipping name in three language English, French and
Spanish
b)In the form for cargo information the following rows are inserted. Classification relating to
MARPOL Annex V 1)harmful to the marine environment 2)not harmful to the marine
environment
c)A notational reference shall accompany the MHB
Chemical Hazard Notational Reference
Combustible solids CB
Self-heating solids SH

Solids that evolve flammable gas WF

when wet
d)Amendments to existing individual schedules, ALFALFA, ALUMINA HYDRATE, COAL,
COAL SLURRY
e)New individual schedules added ALUMINIUM FLUORIDE, AMORPHOUS SODIUM
SILICATE LUMPS, BORIC ACID, CHEMICAL GYPSUM, COPPER SLAG, GLASS
CULLET,IRON ORE FINES, IRON SINTER, MANGANESE ORE FINES, SPODUMENE
(UPGRADED, WOOD PELLETS CONTAINING ADDITIVES AND/OR BINDERS
f)Modified Proctor/Fagerberg test procedure for Iron Ore Fines
g) In safety of personnel and ship added fire safety risk assessments on self-unloading bulk
carriers with internally installed conveyor systems within the ship’s structure.
h) Aluminium Fluoride, Spodumene (Upgraded), Wood Pellets Containing Additives and/or
Binders and Wood Pellets not Containing any Additives and/or Binders have been added to
the list of non-cohesive cargoes.
i) The index has been updated to include the new cargoes added to Appendix 1, while the
entry for “Wood Pellets” has been deleted and the entry for “Clinker Ash, Wet” has been
modified to “Clinker Ash”.
Question no 377.what are the Latest amendments of IMDG
code.
The Amendment 37-14 to the International Maritime Organization's IMDG Code, which regulates the
st
transportation of dangerous goods by sea, is voluntary to apply since January 1 2015, and will become
st
mandatory on January 1 2016.
a)Classification
Revised definitions or classification criteria have been added for adsorbed gases, radioactive material and
lithium batteries.
Viscous flammable liquids with a flashpoint of less than 23 °C may be assigned to packing group III in
conformity with the procedures in the United Nations Manual of Tests and Criteria.
Articles (such as batteries or mercury contained in manufactures articles) are no longer assigned packing
groups; instead, requirements for specific packaging performance levels are addressed within the applicable
packing instruction.
b)New and updated entries in the Dangerous Goods List
Several new entries have been added, including UN 3507 Uranium hexafluoride, radioactive material,
excepted package, UN 3508 Capacitor, asymmetric and 17 entries for adsorbed gases
The Proper Shipping Name has been changed for a few entries. For example, air bag inflators, air bag modules
and seat belt pretensioners are no longer used as PSN and must be identified as UN 0503 Safety devices,
pyrotechnic or UN 3268 Safety devices electrically initiated. Similarly, asbestos-related entries now only have
two acceptable PSN: Asbestos, amphibole (UN 2212) or Asbestos, chrysotile (UN 2590).
A new entry has been added for UN 3509, Packaging discarded, empty, uncleaned. This UN exists in other
dangerous goods transport regulations, but cannot be used for sea transport.
c)Marking & Labelling
The dimensions for all labels, placards and marks have been clearly specified. For example, hazard labels must
have a square shape with a 100 mm side, and the line inside the edge forming the diamond must be at least 2
mm wide. However, the provisions of the previous Amendment (36-12) of the IMDG Code concerning labels,
st
placards and marks may continue to be applied until December 31 , 2016.
st
As of January 1 2016, a new requirement will be added to OVERPACK and SALVAGE markings, which will
need to be 12 mm high.
d)Packing
New packing instructions have been added for the new entries in the Dangerous Goods List. Furthermore, some
of them have been revised, such as P003, which now includes the criteria under which large fire extinguishers
may be transported unpackaged, or P901, which specifies that, if a chemical kits or first aid kit contains only
dangerous goods to which no packing group is assigned, packagings shall meet Packing Group II performance
level. The list of allowed packagings has also been updated for several other packing instructions.
e)Stowage and segregation requirementsThe information previously contained in Column 16 has been split
into two columns:
• Column 16a: Stowage and handling
• Column 16b: Segregation

These columns show the stowage, handling and segregation codes, with specific provisions that apply to each
entry. Their meaning has been specified in three new tables in Part 7. All stowage codes begin with the letters
SW; handling codes, with the letter H; and segregation codes, with the letters SG. In the case of conflicting
provisions, these ones always take precedence.
A new segregation requirement has been added to the Segregation table: class 2.1 (flammable gases) and class
3 (flammable liquids) must be stowed "separated from" class 4.3 (substances which, in contact with water, emit
flammable gases).

Also, a new specific requirement (which applies mostly to class 4.3) has been added (minimum distance from
goods of class 2.1 and 3). It corresponds to segregation code SG26.
f)Special provisions
Several special provisions have been added or revised, especially for the new or updated entries in the
Dangerous Gods List. Among them, special provision 367 allows the use of a single PSN on the Shipper's
Declaration and package markings for packages that contain certain combinations of dangerous goods (paint and
printing related material).
Special provisions 376 and 377, respectively, specify the conditions under which damage or defective lithium
batteries, or lithium batteries for disposal/recycling, may be transported.
g)Large salvage packagings
A definition, marking specification and provisions for their performance and frequency of tests have been added
for large salvage packagings.
h)Exemptions
Some lamps are not subject anymore to the IMDG Code, provided that they do not contain radioactive material,
don't exceed certain quantities of dangerous goods, and comply with certain managing and packing
requirements.
i)Marine pollutants packed in single or combination packagings containing a net quantity per single or inner
packagings of 5 L (liquids) or 5 kg (solids) are not subject to any provisions of IMDG Code other than Chapter
2.10 (Marine pollutants), provided they meet the general packing provisions. However, if a marine pollutant
meets the criteria for the inclusion in another hazard class, the requirements relevant to this additional hazard
class continue to apply.
j)Alignment with other regulations Several changes throughout the Code have been made to provisions
concerning radioactive material in order to align to the new provisions in the IAEA Regulations for the Safe
Transport of Radioactive Material, 2012 edition (SSR-6). Among the additions, we can find special provisions
and packing instructions for the newly added entry UN 3507 (Uranium hexafluoride, radioactive material,
excepted package), or a new exception for radioactive material in or on a person who is to be transported for
medical treatment.
A new paragraph has been added to reference the International Convention for Safe Containers (CSC), 1972, as
amended, regarding the Safety Approval Plate and maintenance and examination of containers.
Question no 378.what are latest amendment to ISM code.

In June 2013 the Maritime Safety Committee (MSC) passed

new amendments to the International Safety Management
Code (ISM) in resolution MSC. 353(92) which came in force
January 2015
para 6.2 - The Company should ensure that the ship is:
6.2.1 - manned with qualified, certificated and medically fit seafarers in accordance
with National and International requirements; and
6.2.2 - appropriately manned in order to encompass all aspects of maintaining safe
operations on board.
para 12.2 - Regarding verification of work methods on board:
12.2 - The Company should periodically verify whether all those undertaking delegated
ISM related tasks are acting in conformity with the Company's responsibilities under
 the Code.
Question no 379.what are latest amendment to IAMSAR code.

Amendments to the International Aeronautical and Maritime

Search and Rescue (IAMSAR) Manual will come into effect
on 1 July, 2016.
The amendments are detailed In the IMO MSC Circular
MSC.1/Circ.1513* and include a new chapter on Multiple
Aircraft SAR Operations and significant updates to volume III
of the Manual. They will also be included in the 2016 edition
of the Manual.
SOLAS regulation V/21 requires all ships to carry an up-to-
date copy of IAMSAR Manual Volume III.
Question no 380. What are the hazards of sure crude oil.
Hazards associated with sour crude oil?( Sour crude means which has a high sulphur content,
hazards are that it emits H2S gas which being heavier than air collects on the decks and may
find its way in the accomodation, the TLV for this gas is just 5ppm and overexposure of this
gas can lead to death..)
Question no 381. What are Contents of cow manual.
texts of revised specifications, typical COW programme, drawing of cow system, crudes not
suitable for cow, maintenance and operation
Question no 382. What is doc for dg cargo.What requirements?
DOC is issued for the ships carrying dangerous goods, all the classes that can be carried on
deck and under deck are enlisted and any special requirements are also given in the certificate
as per regulation SOLAS chapter 2 of 2 regulation 19.4
Question no 383. What are latest changes in ISGOTT.
In this Fifth Edition, account has been taken of latest thinking on a number of issues
including the generation of static electricity and stray currents; the use of mobile phones and
pagers which are now ever present but which did not warrant a mention in the Fourth Edition;
the use of new materials for mooring lines as emergency towing off pennants; the toxicity
and the toxic effects of benzene and hydrogen sulphide; and the introduction of the
International Safety Management (ISM) Code. The Ship/Shore Safety Check List has been
completely revised to better reflect the individual and joint responsibilities of the tanker and
the terminal.
The Guide is now divided into four sections: General Information; Tanker Information;
Terminal Information and the Management of the Tanker and Terminal Interface. Care has
been taken to ensure that where the guidance given in previous editions was still relevant and
fit-for purpose it has not been changed or deleted in moving to the new format.
Question no 384: Incase of an Incident regarding DangerousGoods how will you go about
doing the reporting
As per Solas Ch 7/Part A/ Reg 6 and CH7/Part A-1/Reg 7-4, and Marpol Protocol 1 and also
IMDG codeSupplement and IMO resolution A.851 gives requirements and guidelines for
reporting DangerousGoods, Harmfulsubstances & Marine Pollutants
Question no385. Can a bulk carrier load General cargo
it can if she has a cargo securing manual and all the lashing equipments and securing
arrangementsrequired as per CSM/ CSS code. In the annexes there are procedures and details
of stowage and securingarrangements and methods for loading containers on deck of a ship
not designed to carry contaners, portable tanks,receptacles, heavy metal scrap, steel coils,
locomotives
Question no 386. Dewatering of bulk carriers? Applicable to which Bulk carriers
as per Solas ch. 12 Reg 13 Availability of pumping systems: There should be means for
draining and pumping ballast tanks forward of the collision bulkhead and also for bilges of
dry spaces forward of the fore most cargo hold(except chain lockers). Such arrangement must
be capable of being operated from a readily accessible enclosed space accessible from
bridge/Ecr. The v/v at the collision bulkhead according to solas ch II-I/11.4 should have
means forremote operated actuation, that can be controlled from a mimic panel.Bulk carriers
constd. before 1July 2004 shall comply with reg not later than 1st intermediate/renewal
survey after 1July2004 but in no case later than 1 July 2007.
Question no 387. Can a vessel load Dangerous goods without DOC
, as per Solas Ch II-2/Part G /Reg 19.4 classes 6.2 and 7 of the IMDG
code can be loaded, also Dangerousgoods in Limited Quantities and Excepted Quantities.
Limited quantities as per Chapter 3.4 of IMDG
code and exceptedquantities as per Chapter 3.5 of IMDGcode.
Question no 388. What are the constructional differences between a type 3 chemical tanker
and a product tanker?
For a type 3 chemical tanker there are no specific requirements, but for a product tanker, As
per Marpol Annex1 Reg 18 (segregated ballast tanks) every crude oil tanker > 20000 T dwt
and product tanker >30000 T dwt delivered after 1 July1982 shall be provided with
Segregated ballast tanks with capacity such that it meets the ships draft and trim
requirements: Midship draft not less than 2m + 0.02L and trim by stren not more than 0.015L
corresponding to themidshipdraft, and prop immersed at all times. As per reg 19 of Annex 1
marpol, width of wing tanks by the formulaew= 0.5 + DW/20000 min 1m but not more than
2 mDB tanks min Ht: B/15m or 2m whichever is less and min ht 1 mTurn of bilge area where
h and w are different w shall have preference at level exceeding 1.5 h above baseline.Slop
tanks are mandatory for oil tankers > 150 grt having capacity not less than of 3% of the oil
carrying capacity of the ship as per Marpol Annex 1 Reg 29 and Slop tanks are not
mandatory for chemical tankers as per Marpol Annex 2reg 12, cargo tanks may be used as
slop tanks.
Question no 389 What are the differences in the venting requirements of a chemical tanker
as compared to a product tanker?
height of PV Valves must be >2m for a product tanker and >3m for a chemical tanker.
Pumproom air extraction system: chemical tankers 30 air changes/ hr and for Product tankers
20 air changes/ hr
Capt. Vaz: Is that it?Me: Thinking of more differencesThen fortunately someone entered his
office to discuss some important issue with him. For a chemical tanker the height of the vent
outlet must be > 6m above the weather deck or the walkway.However this height may be
reduced to not less than 3 m if a HVV valve is fitted and the escape velocity > 30m/s.Where
as for a product tanker, when the method is from free flow vapour mixtures ht>6m above
cargo tank deck or the F&A gangway if situated within 4m of the gangway & > 10 m
horizontally from the nearest air intakes & openings to enclosed spaces having source of
ignition including windlass and deck machinery. When the method is by High velocity
discharge ht>2m above cargo tank deck & > 10 m horizontally from the nearest air intakes &
openings to enclosed spaces having source of ignition including windlass and deck
machinery. Chemical tankers have a Block and Bleed arrangement to isolate cargo vapours
from other non compatible tank vents to prevent vapour contamination. Vapours can be sent
shore via the vapour return line also. The venting requirement is given in Ch17 (open,
restricted, closed or indirect venting)Pumproom air extraction system for chem. Tkrs> 30 air
changes/hr and for product tankers > 20 air changes/hr.IG is not required for chem. Tkrs if
the tank size < 3000 m3 and throughput of t/c machines < 17.5 m3/hr and total throughput <
110m3/hr. per tank.For a product tanker I
G capacity 125% of max rated discharge capacity.For a chemical tanker also 125% of max
discharge capacity but the IG capacity requirement may be reduced by the administration
provided that the max discharge rate is restricted to 80% of the IG capacity
Question no390. how loadicator can be used to monitor stress
due to bad weather
loadicator sea condition is given for beaufort scale 4. so
increase the scale in the loadicator and thencheck the stresses
if they are acceptable at higher beaufort scale
Question no 391.how does the stabilty of tHE vessel is
effected when drydocking of the vessel?
i told about virtual loss of gm as weight of p is discharged
virtually when vessel drydocks )
Question no 392. what is difference between bilging and
damaged vessel above waterline
bilging can cause flow of water in both directions in and out
while the other can cause only ingress
question no 393. Wat is angle of repose- why do we need to
know the angle of repose
To know if cargo will shift or not, if AOR is less than 30 then
refer grain And if more refer imsbc,NonCohesive,
Question no 394. What is a Note of Protest
Note of Protest is a oath taken by master in front of the Notary
Public.

Question no 395.what are daily weekly and monthly test of gmdss equipments

Daily Tests On GMDSS Equipment

The daily
1)Daily test of VHF dsc with out radiation of signal by internal test facility.
test checks the internal connection, transmitting output power
and the display.
2)Daily test of MF/HF for showing satisfactory condition of
receiver and transmitter.
3)Batteries providing reserve source of energy should also be
checked daily. Mainly the battery ON LOAD and OFF LOAD
voltages are checked by a volt meter connected to the
charger.OFF LOAD: when no equipment are connected, the
battery should read 24 V or slightly more.ON LOAD: switch
off the AC power and note the voltage of the battery. Press the
PTT on MF/HF transceiver on a non-distress and idle R/T
frequency. Voltage will fall depending upon the load. If the
voltage falls more than 10% it indicates that the battery is
either weak or not charged fully. In this case batteries should
be recharged.
4) It is also important to check that all printers are in a working condition and there is
sufficient supply of paper

Weekly Tests On GMDSS Equipment

1)MF/HF DSC.It is necessary to test the proper operation of the DSC facilities at least once a
week by means of a test call over one of the six distress and safety frequencies, when within
the communication range of a coast station fitted with a DSC equipment. Many a times it
often happens that the officer do not receive any acknowledgment from the shore station. In
such cases we often take it for granted that the shore station is not sending the
acknowledgement. However, in reality this might not be the case. The problem could be with
our equipment too. To make sure that the MF/HF equipment is in order, it is better we try
sending the test call using other frequencies and to other stations. Even if then we fail to
receive any acknowledgement, a test call can be sent to a passing ship if possible. Instead of
keying the coast ID, key in the MMSI of the passing ship. It is better to call the ship and
confirm if they have received the test call. We can also request them to send us a test call to
ensure that the equipment receiving facility is functioning properly.
2) VHF DSC.It is also recommended that a station to station test takes place using VHF
DSC.

Monthly Tests On GMDSS Equipment

1)EPIRB: The Emergency Position Indicating Radio Beacon should be examined by
carrying out a self test function without using the satellite system. No emergency signal is
transmitted during the self test. During the self test the battery voltage, output power and
frequency is checked. The EPIRB should also be checked for any physical damage. The
expiry date of the battery unit and that of the hydrostatic release unit should be checked. Also
check that the safety clip is properly attached and in place. To perform the self test on the
JOTRON EPIRB:
a.The EPIRB should be removed from the bracket first.
b.The spring loaded switch on top of the EPIRB is then lifted to the TEST position.
A successful test will consist of a series of blinks on the LED test-indicator, followed by a
continuous light and a strobe flash after approximately 15 seconds. The last green led
indicates a successful test.
c.After the successful completion of the test the switch is released and the EPIRB is put
back into the bracket.
2)SART: The Search and Rescue Transponder is also equipped with a self test mechanism to
test the operational function of the beacon. The SART is tested using the ship’s X band radar.
The test should preferably be done in open seas to avoid interference on the radar display.
a.Remove the SART from the mounting bracket.
b.The SART should be held by one person in view of the radar scanner. This could be done
from the bridge wings. The SART should then be put on the TEST mode by rotating i Visual
lights operate and bleeps are heard indicating that the SART has been triggered.
c.Simultaneously a person should observe the radar display for the correct pattern. At least 11
concentric circles appear on the radar display if kept on a 12 M range scale. The distance
between two rings is approximately 0.64 NM.
d.The SART should also be visually inspected for any signs of physical damage. The battery
expiry date should also be noted. The safety clip should be in place.
3)SURVIVAL CRAFT TWO WAY PORTABLE VHF EQUIPMENT
Each survival craft two way VHF equipment should be tested at least once a month to ensure
proper operation in case of a distress situation. It should be tested on a frequency other than
vhf channel 16 (156.8 MHz). The expiry date of the battery needs to be checked and changed
when required.
a. Press the power key to switch on or off.
b. To select a different channel, press the CH key and use the arrow keys to select the
required channel. The selected channel is indicated with channel number and frequency on
the screen.
c. Press the PTT (Push to talk) to communicate with another radio telephone to test receive
and transmit functions. One person can stand near the VHF receiver to receive a test call from
the handheld radio
The symbol ‘TX’ is shown when the PTT is pressed and transmission takes place. The TX
indicator indicates that carrier is produced at the antenna output.
When it receives a signal the symbol ‘RX’ is indicated on the display.
4)NAVTEX :
The Navtex is an equally important GMDSS equipment and is the source of maritime safety
information. It is also equipped with a test function that can test the battery, keyboard, LCD,
ROM and RAM. It is a good practice to test the Navtex and detect error if any. The Furuno
model of Navtex can be tested as follows:
a. Press the MENU/ESC key to open the main menu.
b. Now use the navigating arrows to choose SERVICE and then hit ENT. The SERVICE sub
menu contains the TEST option. Use the down arrow key to select TEST and press ENT key.
Choose YES and press the ENT key again. The TEST will start and the results will be
displayed on the screen after few seconds. If the test is successful the results show OK
otherwise it will show NG meaning – No Good. It also tests each key for proper functioning.
The test results can be printed and filed in the GMDSS log book.
5)INMARSAT: The INMARSAT is also equipped with a diagnostic test which checks it for
proper operation. The steps to perform a Diagnostic Test on FURUNO INMARSAT are given
below;
a.On the keyboard press the F7 key to display the ‘OPTIONS’ menu.
b.Use the down arrow to open the TEST menu and then select the DIAGNOSTIC TEST.
Select YES to begin the test.

A PV test or Performance Verification test can be performed

every month. This test consists of receiving a test message
from an LES (Local Earth Station), transmitting a message to
an LES and a distress alert test. The PV TEST can be opened
from the TEST menu under OPTIONS as mentioned above.
The status shows ‘TESTING’ when the test is in process. The
status changes to IDLE on completion of the PV Test. The test
results can be seen from the option ‘PV Test Result’ under the
TEST menu. The test results can be printed and logged.
BBER denotes the bulletin board error rate. Pass appears for
no error. “PASS” appears for satisfactory completion of the
test.
6)BATTERY: The battery connections and compartment should also be checked. The level
of the electrolyte and the specific gravity of each cell should be checked and recorded.
Sulfation can reduce the specific gravity thereby reducing the battery capacity. Maintenance
free batteries on board however do not require any such checks.
7)ANTENNA It is recommended every month to visually check all antennas for security of
mounting and visible damage to the cables. The antennas are located on the monkey island.
Any deposit of dirt and salt should be removed. It is also important to check the condition of
the aerials and insulators along with the help of an electrical officer. Ensure that the
equipment is switched off and isolated before carrying out any work on the antenna.
Question no 396 What are the contents of IAMSAR VOL III
It has five sections & 8 appendix A TO H
Section 1 overview
Section 2- rendering assistance
Section 3 on scene coordination,
Section 4 onboard emergenies,
Section 5 multiple aircraft SAR operations
Appendex A -solas ch v reg 33,
Apenddex B-Search action message,
Appendex C-forces affecting observers effectiveness,
Appendex D- standard format for search and rescue situtaion report
Appendex E- SAR briefing and debriefing form,
Appendex F- own emergency,
Appendex G- rendering assistance.
Appendex H- multiple aircraft SAR operations

Question no 397 . how often are resolutions passed. when , which months? who passes &
how? what about circulars, who passes circulars & when
For a resolution to come into effect, there are 4 main steps

1. A contracting government need to propose a resolution.

2. IMO or its respective committee need to review the
resolution proposal
3. Resolution need to be adopted in the IMO and finally
4. Resolution need to be accepted by the contracting
governments
5. After a fixed time from acceptance, a resolution enters
into force.
Proposal of the resolution
There are two ways an amendment to a maritime convention can be proposed to the IMO.
1. By any contracting government
2. By a group of contracting governments.
Clearly in the first option any contracting government can propose an amendment to the
secretary general. SG would pass the proposal to the MSC or MEPC for review. MSC or
MEPC in consultation with appropriate sub-committee would draft and submit the resolution
for adoption.
In the second option, A contracting government proposes the amendment for which they
have concurrence of atleast one-third of the contracting governments. The concurrence by the
other governments can be given to the appropriate committee. In this case, the committee
arranges for a conference of the contracting governments to consider the amendments.
The advantage of the second option is that it is the faster way of proposing and adopting an
amendment to the convention.

Adoption of a resolution
Resolutions are adopted by voting in Maritime safety committee or Maritime Environment
Protection Committee. There are 2 conditions for a resolution to be adopted

1. Atleast one-third of the contracting governments should

 be present for voting. On this date, there are 174
countries that are members to the IMO. So for a
resolution to be adopted, at least 58 countries should be
present.
2. At least two-third of the contracting governments
present, should vote in favor of resolution. So if 60
countries were present, at least 40 countries should vote
in favor of the resolution.
If the proposal to the amendment was made through the conference,
1) the first condition would be met considering there would be high chances of the one-third
of the governments present for voting.
2) The second condition should also be met as all of the one-third governments had given the
concurrence to the amendment.
This is the reason, the proposal by the conference would be adopted faster.

Acceptance of the resolution

A resolution once adopted, it is passed to all contracting governments for acceptance. The
Secretary general communicates the adopted resolution to all contracting governments.
The process of acceptance of a resolution was a tedious one but IMO did a great job in
amending the process itself.
Earlier the acceptance of a resolution was linked with the number of governments that has
accepted it. IMO would wait for years to have the numbers on their side to implement a
resolution. This was due to many governments not responding because of “neither agree nor
disagree” situation. And the governments had their reasons to be in that situations. Most of
the times the governments were not sure if

1. the amendment brought by the resolution are in best

interest of their country.
2. If they can effectively implement the resolution
3. if they have resources to implement the amendments and
so on
Whatever the reasons, but the acceptance of resolutions used to take a lot of time. IMO then
introduced the tacit way of acceptance of a resolution. Even though not all the resolutions are
accepted with tacit acceptance procedures but most of them are. For example Marpol
convention as per article 16 f(ii) gives authority to MEPC to decide if the amendment will be
accepted by tacit acceptance or explicit acceptance. The acceptance of a resolution to amend
SOLAS convention is only done by tacit acceptance.

Tacit Acceptance of a resolution

In simple terms “tacit acceptance” means “accepted unless objected”. It is opposite of earlier
process of “rejected unless accepted”.
Under tacit acceptance, a resolution is accepted on an agreed time interval from
adoption unless it is objected by a number of contracting governments. The committee
decides the agreed interval during adoption of resolution. However there is minimum interval
that is set in respective conventions. For example as per Marpol convention, the minimum
interval between adoption and acceptance has to be 10 months. Same way, as per SOLAS the
minimum interval should not be less than one year. SOLAS convention has also specified
maximum interval between adoption and acceptance as 2 years.
How many number of government need to object for a resolution not to be accepted is also
mentioned in respective conventions. These are usually

1. one-third of the contracting governments or

2. contracting governments that constitutes not less than
50% of the world gross tonnage
At the end of the deadline, if a contracting government has not taken any action (accepting or
rejecting the proposed resolution), it is implied (tacit) that government has accepted the
resolution.

Entry in force of a resolution

Once a resolution is accepted by tacit means or otherwise, it then enter into force. But there is
a time specified in respective conventions on when the accepted resolution would enter into
force. For example as per SOLAS and MARPOL convention, a resolution would enter into
force 6 months after it has been accepted.
Resolutions are passed every 2 yrs during assembly session. which usually ends on 4th dec
last being 4 dec 2015.These resolutions are prepared by various committees and discussed in
assembly session.

Circulars
There number of circulars issued at IMO by different committees and sub-committes. And
these circulars divided into more than 50 subjects. Circulars related to Salvage, SUA, Ballast
water management, GMDSS and STCW all are part of the circulars issued at IMO. But the
most important or rather the one that seafarers are more associated with are MSC and MEPC
circulars. These are the circulars issued by MSC and MEPC respectevely. The former being
circulars related to safety matter and latter related to pollution.Circulars
are various
guidance clarification interpretations to codes and conventions
given by Msc and mepc. In this MSC ofcourse denotes that it
is circular issued by Maritime safety committe of IMO. The
number 1 denotes the sub-category of the circular. 'Circ.' tells
us that it is a circular and the number in the last is the
circular number which is numbered in chronological order.
The six sub categories that MSC circulars are divided into are
• MSC.1 : Circulars related to general information disseminated by MSC on safety
matters
• MSC.2 : Circulars related to MSC- Implementation of codes and recommendations
adopted by the assembly
• MSC.3 : Circulars on Illegal immigrants
• MSC.4 : Circulars on piracy matters
• MSC.5 : Circulars related to resolution 950(23) which is “Maritime assisstance services
• MSC.6 : Other circulars related to safety
the seven Sub-categories that MEPC circulars are divided into are
• MEPC.1 : Circular relating to general information disseminated by the MEPC on
pollution matters
• MEPC.2 : Circular relating to Provisional categorization of liquid substances
• MEPC.3 : Circular relating to Facilities in ports for the reception of oily wastes from
ships
• MEPC.4 : Circular relating to Facilities in ports for the reception of noxious liquid
substances (NLS) residues from ships carrying chemicals in bulk
• MEPC.5 : Circular relating to Pollution prevention equipment required by MARPOL
• MEPC.6 : Circular relating to List of national operational contact point or points
responsible for the receipt, transmission and processing of urgent reports on incidents
involving harmful substances including oil from ships to coastal states
• MEPC.7 : Circular relating to Maritime Environment Protection Committee on pollution
matters
Question no 398. You are the master and 4 holds are damaged , action??

I will ask the ch.off to check all the compartments to ascertain the extent of damage and also
the rate of flooding, ask c/e to check all the tanks in E/R and check overside for any
pollution.
Once the C/o has checked the soundings of all compartements I shall send the same to ERS.
To this he asked, can u calculate the damaged stability on board?? Why??
I said: no sir since the damaged stability booklet shows very few specific conditions, the
actual damage may be different, in extent and severity. To this he asked wht abt loadicator,
cant u calculate on it??No sir, since loadicator will only take the present loading condition
and apply only those cases as given in the damage stability booklet to it to determine
survivability, hence I shall not get into all that and straight away send the data to ERS, and by
the time initiate damage control measures. 'll be busy with sounding of tanks, pumping out
ingress of water, reportings, so I\\\'ll take help from ERS). also shore has well, advance & more
accurate software to calculate damage stability. Information given by Loadicator is based on intact
condition & not damaged one).
Question no 399. You are a master and c/off is unable to perform his duties, action???
A: There can be three causes : 1. He is not competent 2. He is lacking in the knowledge of his
duties 3. He has some personal issues.Competence: I cannot judges as COC is issued by
MMD, which is beyond my scope of duty to suspect.Knowledge: This can be the most
probable cause, I will sit with him and go through the critical tasks such as stowage plan,
cargo loading disch plans and care of cargo whilst in transit, and train him accordingly till he
is able to perform them independently, report to company on the shortcomings and need for
rd
further training.Before I could speak of the 3 cause, he asked next quest, I cannot say for
sure if this was the ans he expected, as his expressions were not that indicative
Question no 400. : What help do you expect from DG shipping, your training institute in
future as a master
Random chk of inst. / courses
Question no 401what should be done as per you to increase the berths for cadets on board??
what should be done to increase the no. of cadets coming into this profession
then he showed me printout of IMO res A.1047(27) and asked
have u seen this?? I said yes, it gives the principles of safe
manning to be followed by flagstates and explained the
contents, then he asked anything given in this or any
recommendation for companies for increasing cadets?? need
to provide training opportunities for entrant seafarers to
allow them to gain the training and experience needed.
Question no 402. Torsion stress more on 10000 teu containers
uneven loading across centre line, large hatch openings

Question no 403. Bending Moments are high on large containers

long ship, container mostly hogs, weights at ends on ship f&a
Question no 404. If hatch covers are not weathertight, what measures u'll expect as Master
High freeeboard, emergency bilge suction, high level alarm floats in cargo holds, pumping out
arrangements, daily manual sounding.
Question no 405. Restrictions on a container ship
high cube on deck-visibility, high cube under deck-for hatch closing, live reefers on seaside- damage, IMDG
container-not to load near accommodation
Question no 406.content of certificate of fitness on container ship
cargo holds, flash point, imo class
Question no 407. Rail engine 100t to load on container
under deck ldg, stack wt, distribution of weight, athwartship, chocks to prevent sliding, static load strength of
each chain lashing to sum upto at least 100t, tipping
Question no 408. Drag on a deep draft vessel.
higher steerage speed 4-5 knts, more time to slow down, slower response on engines

Question no 409.Risk Assessment for GPS failure - identify 10 hazards

GDOP flutuation, power failure, improper operation, switching to DR mode, no servicing
Question no 410. Risk assessment for Navigation
(watch levels) lookout and helmsman can be same person (yes in level1 watchkeeping)
(Write in a tabulated format, like 1st column- Work activity, 2nd- Hazard, 3rd-
Harm/Consequences, 4th- Probability, 5th-Preventive Action, 6-Risk Category, 7th- Any rating
numbers
Question no 411.One man bridge system, how it functions
backup officer, Master, deadman alarm in accommodation
Question no 412. 2/o reports to u he is unfit to keep watch as his rest hours are not met
I'll relieve him and take over watch and send him to have rest.
Question no 413 how will you carry out cadet training
orientation, SSTP, Under supervision, no critical and hazardous jobs. motivation and imparting skills. SSTP,
how to keep lookout, concentration in keeping lookout, means of keeping lookout, then application
of rules & other things. ..check aspect of target vessel more than 112.5 red or green,will overtake
or else crossing
Question no 414.U r joining a new company as Master. How will u know it is safe ship
no. and quality of nearmiss reportings. Doc , smc, psc n flag reports , near miss n internal n ext
audit reports. He wants to listen all certificates valid & all previous surveys, PSC, ISM audit
internal-external reports regarding all non-confirmities , actions taken, any pending surveys, all daily,
weekly, monthly & other reports sent from ship regarding PMS, safety, navigational audits etc
Question no 415. Why we need PSC Can PSC take Masters' orals
remove substandard ships. Yes, he can do so if he reason to believe the qualification of Master or Officers
following a complaint, pollution, collision, injury or any incident on board.
Question no 416. Container ship arrives in port with containers overhanging on one side damaged. how to
avoid it
(Parametric and Sychronous rolling, but altering speed, course)
Question no 417. How to calculate the period of roll
use graph against GM. period of roll depends upon beam, inversely proportional to under root of GM.
Question no 418.Damage stability calculation
constant displacement method, sinkage, gm
question no 419. how to find intact water plane area
(using TPC against draft)
Question no 420. How to determine crossing stuation, where defined
check aspect if the aspect of target vessel more than 112.5 deg red or green, we are overtaking or else crosssing
Question no 421.What are the temperature zones of earth.
Torrid temperate n frizid.The Torrid Zone, between the Tropic of Cancer 23.5 degrees north
and the Tropic of Capricorn 23.5 degrees south. Covers 39.78% of Earth's surface. The
South Temperate Zone, between the Tropic of Capricorn 23.5 degrees south and the
Antarctic Circle 66.5 degrees south. Covers 25.99% of Earth's surface.
Question no 422. Why only grain code why not general cargo code. What is the need of Grain
code separately, since v have IMSBC code
as the grain develops flow state & due to free surface GM
reduces,non cohesive,Low angle of repose,shifting
hazards.sloshing effect. List all hazards of Grain
which requires more stringent, extra
requirements to carry over other bulk cargoes
which necessitates need of more detailed code)
Question no 423. case study of chittra & khalijya(what
you think was the cause of accident)capt achutan
Gov. collision regulation not complied with(he wanted to
here this not COLREGS), master should have not picked
up her anchor,waited till m.v chittra passed by before
picking up anchor knowing ships limitation should have
made fast tug for assistance.VTMS monitoring part of
both ships.
Question no 424. . Risk assessment for free fall life
boat. Prepared risk assessment for joining new company - dont forget checking RPSL License
as a control measure in place,
risk assessment for loading an LNG ship , risk assessment for gas freeing . What are all the
operational hazards and risk on a product tanker and gas tanker.Carry out risk assessment of the
same

Question no 425. . In slack water berthing stbd side

with one tug(approaching from port side)
take short round turn and then approach to berth at an
angle and use anchor
question no 426. rules of engagement with
security gaurds o/b

question no 427. mv tosa didnt make a contact

with the fishing v/l, why do u think that the
fishing v/l sank.
Question no 428.Since I had done Oil Tankers, how will I load Grain in oil tanker
We are not the one who are going to decide whether v can load or not, it is the FLAG STATE who
will decide. Flag state will survey the ship for strength, stability, structure, arrangements & means
& other modifications required to be done on ship to make it fit to load Grain & will issue DOC for
Grain and max as much u can say in between all this and ALSO with respect to each point in
functional requirements of SMS say something related to carriage of Grain also).

Question n o 429. Any near miss on last ship.after finding, what procedures for reporting,
corrective action, preventive action.

Question no 430. In connection with last question only, on a clear day vsl 4 points
on port bow 15 miles, how will u train cadet, what she is doing.
(I told him everything possible about compass bearings, aspect, radar, radar
plotting sheet, opening out/closing out/constant brg, Rule 7, 15, seamanship
practice and alot. But still he was not happy as how I will make out/confirm that
whether she is crossing or not. 3-4 times he pressurised me to change my
answer or think logically but I stuck to what I said).
question no 431if u have to calculate damage stability, then how will u go about it.
(Just like intact stability, same loading conditions r given in Damage stability booklet also and in
each condition stability parameters for damages at various locations. See the closest loading
condition. Then he asked if the actual damage is at different location then mentioned, then what?
Study the worked example given there and change the parameters with respect to actual damage
location)

question no 432. How will u calculate GM in damaged condition, basic.

(GM=KM-KG = KB+BM-KG
and BM=I/V i.e. Second moment of inertia of compartment/Intact water plane area.
As vsl is ship shaped not box shaped, hence v cannot calculate I onboard , but ERS can because of
advanced software, this is also one of the reason why v will ask ERS to calculate our damage
stability. Information in damage stability booklet is fairly accurate but what ERS gives is more
accurate).
Question no 433. how are Emission Controls Determined

Question no 434. Did u come to know about the tragic accident which happened to varun ship
krishnatreya in which 5 crewmembers died in the compressor room? what do u think cud have
been the reason behind this accident?
mentioned him about the various hazards possible in agas carrier including toxicity, asphyxiation,
frostbite..etc)

Question no 435.What is there in CBA? How will you solve or explain crew members
doubts?
It is a tripartite agreement between company seaman and the union ( itf) for terms of
employment if a seam is in doubt you have to explain him the contract signed by him gives
him all guidelines regarding his work tenure and type of tenure if still not convienced call the
personal department of the company and put forward the grievence of the seaman and let
them explain and in the next port of call invite an itf rep and company rep to explain the
details this is applicable to itf vessels only
Question no 436. Define Scopic clause.
SCOPIC clause is supplementary to any Lloyd’s Form Salvage Agreement “No Cure
- No Pay” (“Main Agreement”) which incorporates the provisions of Article 14 of the
International Convention on Salvage 1989
Question no 437. When there is no need to conduct Pi
- In case of serious causality.
Question no 438. Why IAMSAR volume 3 is required to have on board?
As per SOLAS Chapter5 Reg-21, it is mandatory to carry on board).
Question no 439.Morse code for vessel aground ?
..- ,u

Question no 440.What is MARPOL? Why is it called 73/78?

Marpol 73/78 is the International Convention for the
Prevention of Pollution from Ships, 1973 as modified by the
Protocol of 1978. Marpol 73/78 is one of the most important
international marine environmental conventions. It was
designed to minimize pollution of the seas, including
dumping, oil and exhaust pollution. Its stated object is to
preserve the marine environment through the complete
elimination of pollution by oil and other harmful substances
and the minimization of accidental discharge of such
substances.
The MARPOL Convention was adopted on 2 November 1973
at IMO. The Protocol of 1978 was adopted in response to a
spate of tanker accidents in 1976-1977. As the 1973
MARPOL Convention had not yet entered into force, the 1978
MARPOL Protocol absorbed the parent Convention. The
combined instrument entered into force on 2 October 1983.
Question no 441. What are the Rotterdam rules?
The Rotterdam rules is a treaty comprising international rules
that revises the legal and political framework for maritime
carriage of goods. It establishes a modern, comprehensive and
uniform legal regime, governing the right and obligations of
shippers, carriers, and consignees. The aim of the convention
is to extend and modernize international rules already in
existence by updating and replacing provisions of the Hague,
Hague Visby, and Hamburg rules. Some salient point of the
Rotterdam rules:
• While the Hague and Hague Visby rules emphasize the
production of bill of lading as a basis of contract, the
Rotterdam rules refer to transport documents or
electronic transport records.
• Rotterdam rules are so designed so as to be easily
applied to contracts of a multimodal nature that
include a sea leg.
• Rotterdam rules cover rules door-to-door carriage
transactions.
• Under Rotterdam rules, the carrier’s responsibility with
respect to seaworthiness is not only before and at the
beginning of the voyage, but continues throughout the
voyage.
• The Rotterdam rules provide for liability of the carrier
in instances of delay and allow for the compensation
for economic loss arising from such delay.
• The Rotterdam rules provide for 875 units of account
per package or 3 units of account per kilo, whichever
is higher: those are the limits of liability of the
Rotterdam rules.
• Rotterdam rules enforce a two-year limit for submitting
claims.
Question 442.What is the required frequency of Masters review of SMS ?
It depends on what company policy says three months and if master wants to do earlier and
has to be done prior internal audit of company
Question no 443. When an Indian surveyor carries out an inspection of a foreign ship in a
foreign port then can the inspection be a PSC inspection?
yes
Question no 444. What happens if you do-not agree with the findings of a PSCO?
Master can appeal against the psc detention as per the
appropriate appeal procedure of the relevant mou. It is
responsibity of psc to inform the master about the appeal
procedure. Practically master can without appeal inform flag
and class and if they feel that detention is inappropriate etc
they can contact port state at their level to resolve...if cannot
appeal to the particular state. if state dont act, appeal to mou
secretariat. Before appealing inform flag because it can be
resolved diplomatically too. Flag asking another flag is not
taken lightly
Question no 445. What are Masters Rights under PSC?
Master has right of appeal for disagreeing detention.

Question no 446. What are the requirements for maintenance of immersion suits?
What is the required frequency of pressure testing?

Pressure testing every 3yrs and more frequently over 10 yrs. recommended shore service
.but it can be carried out onboard
Procedure .a suitable head piece is fitted with means to inject air into the suit should be
inserted at the face of orifice of suit and secured to minimize the leakage. Zipper should be
fully closed. Low pressure monitoring pressure gauge will show pressure to 0.7 to 1.4 kpa.
use soap solution to check any leakage. mark leakage and rectify in accordance with
manufacture instructions
Question no 446.What about that question of crew member came crying to psc washing
machine no good long time
Psc shall without interfering first give master a chance to put accross his point or plan. If it is
sufficient psc will refrain. As otherwise it will be misused by crew and will waste lot of psc
time. But if it is something substantial which psc might have overlooked then vessel is in
deepshit. Psc will carry detailed inspection and if he finds then can detain. master has to
accept it and show work plan on it to psc. So, in this case master can show requisition etc in
place or make story that receiving in next port or stuff like that.
Question no 447.As a Master what do u need to know about CO2 system ?
the master shud be aware of how to operate the system, which areas are protected by it, how
many bottles are designated to each area, and if separate bottles are available for each area or
they are shared but he was nt satisfied with the answer said the master should know
something more than this then also tried saying he shoud know if the system has been
correctly maintained.. still not satisfied .
Question no 448. What is Hatch cover strengthening member
Hatch coaming, its brackets, its longitudinal, hatch side girder ,Hatch side beam, Gusset
plate, Pillars and Coaming stiffeners. Gusset is a triangular plate, usually fitted to
distribute forces at a strength connection between two structural members. Hatch
Coaming is the vertical plating built around the hatchways to prevent water from
entering the hold; and to serve as a framework for the hatch covers. Hatch Covers
are wooden or steel covers fitted over a hatchway to prevent the ingress of water
into the ship s hold and may also be the supporting structure for deck cargo. Hatch
Ways are openings, generally rectangular, in a ship’s deck affording access into the
compartment below. Also called hatches. Girder is a collective term for primary
supporting structural member
Question no 449.How will you motivatate multinational crew.
Used simplified English and symbols.
Respect their culture
Praise good behaviour,
Appraise the work,
Provide monetary incentives,
fair appraisal and promotion,
Use common language,
Food is served without discrimination,
Means of recreation, CD and magazines of their nationality,
Provide good working atmosphere,
Conduct social gathering and parties,
Provide equal opportunities,
Understand his culture and values,
Recognise hard work.
Question no 450.examples of MNC and NC.
MNC’s are
Structural damage,
Invalid certificate or document,
Emergency generator cannot start,
Oil record book not available,
Last non conformities raised during last audit are still pending.
NC’s are
Ism checklist incomplete,
Crew not aware of company sms,
Responsible officer not knowing their duties,
Oil record book not signed.
Question no 451.Tpa requirement
As per LSA code, it is 10 percent of number lifeboat capacity or 2 whichever greater.
Question no 452. Load line exemption certificate.
It is issued as per article 6 para 2 or 4 of load line convention. Either vessel fitted with novel
kind features Or vessel usually not engage in international voyage takes single international
voyage .Both cases admin shall be satisfied that safety requirement are adequate for voyage

So, Load Line exemption cert validity will probably not be 5 yrs. But for that one voyage or
small period only .but novel kind can get 5 yrs. novel kind means Arrangement which
embodies new features not covered by provision of this convention but provides an equal or
higher standard of safety or features for research and development.
Question no 453. What is an exemption certificate in SAFCON
Supplement attached to safety construction certificate, if there is any exemption in any
structural and constructional part anywhere
Question no 454.Hows bulwark connected to the deck
Bulwark is welded with stanchion and Welded directly to sheer plate.
Question no 455.What is top most plating called at ship side
Bulwark is the vertical plating immediately above the upper edge of the ship’s side
surrounding the exposed deck(s) after the sheer strake. Bulkhead Deck is the
uppermost continuous deck to which transverse watertight bulkheads and shell are
carried. Sheer Strake is the top strake of a ship's side shell plating.
Question no 455.Crew member not signing off beyond completion of contract.psc
inspection action as master
Ask company for extension of contract. tell crew to give letter to company forwarded
by master for extension request. Otherwise arrange sign off at same port.
Question no 456.What is the area around India?(A3) Why ?
Because no VHF MF DSC coverage by coast station
Question no 457.What means can be used to ensure meeting functional requirements of
GMDSS equipment in Area A1, A2, A3 & A4?
Duplication of equipment, Shore based maintenance, at sea electronic maintenance and in
area A3 A4 a combination of at least 2
Question no 458.Can statutory certificates also be mandatory certificates?
Yes .If mandatory certificate are required as per your flag state rules.Then, they are statutory
too
Question no 459.What are the survey requirements for international sewage pollution
prevention certificate.
Initial, annual, intermediate, periodic, annual, renewal surveys
Question no 460. Definition of the Master, Seaman, serving seaman, passenger rship, pilgrim
ship, stps, distressed seaman, wreck as per MSA.
Distressed seaman" A seaman engaged under this Act who, by reason of having been discharged or
left behind from, or shipwrecked in, any ship at a place outside India is in distress at that place.
Passenger ship" A ship carrying > 12 passengers
Pilgrim ship" means a special trade passenger ship (STPS) which makes a voyage to or from the
Hedjaz, or, as the case may be, to or from any other place of pilgrimage declared as such by the
Central Government in pursuance of clause (27), during the season of the pilgrimage and which
carries pilgrims in a proportion of not < 1 pilgrim for every 100 GT of the ship;]
Seaman" Every person (except a master, pilot or apprentice) employed or engaged as a member of
crew of a ship under this Act, but in relation to sections 178 to 183 (inclusive) includes a master;
Special Trade Passenger" means a passenger carried in special trade passenger ship in spaces on the
weather deck or upper deck or between decks which accommodate more than eight passengers and
includes a pilgrim or a person accompanying a pilgrim;
"Wreck" includes the following when found in the sea or in tidal water or on the shores thereof-
(a) Goods which have been cast into the sea and then sink and remain under water;
(b) Goods which have been cast or fall into the sea and remain floating on the surface;
(c) Goods which are sunk in the sea, but attached to a floating object so that they may be found again;
(d) Goods which are thrown away or abandoned; and
(e) A vessel abandoned without hope or intention of recovery;
Serving Seaman” A seaman shall, for purposes of these provisions, be deemed to be a serving
seaman during any period commencing on the date of the agreement with the crew & ending 30 days
after the date on which the seaman is finally discharged from such agreement
"Oil" means--
(i) crude oil;
(ii) fuel oil;
(iii) heavy diesel oil conforming to such specifications as may be prescribed; and
(iv) lubricating oil;
Passenger" Any person carried on board a ship except--
(a) a person employed or engaged in any capacity on board the ship on the business of the ship;
(b) a person on board the ship either in pursuance of the obligations laid upon the master to carry
shipwrecked, distressed or other persons or by reason of any circumstances which neither the master
nor the charterer, if any, could have prevented or forestalled;
(c) a child under one year of age;
Question no 461. What is aframax tankers
As per Afra scale. Aframax is naval architecture term for tankers ranging from 80000 to
120000 DWT.
Question no 462.What is ICF?
International Compensatory Fund.
Question no 463.Does IMDG code applicable to oil and product tanker?
no, applicable to goods in packaged form
Question no 464.General average paid for what reason?
Repair cost, dry docking cost, salvage etc.
Question no 465.Requirement of EPIRB on foreign and Indian Ship?
(foreign ship – 1,Indian ship – 2 as per MSA)
Question no 466.How will you get VHM of grain carrier?

Question no 467.What is λ in grain loading?

explain abt Heeling arm curve
Question no 468.Values for λ zero and λ 40?
(λ0 – 1, λ 40 – 0.8)
Question no 469. After loading you found WHM is greater than allowable heeling moment
action?
Question no 470.what is National colours, Ship Coastguard and Navy. Size of flag.
National colours for Indian ships.
(1) Central Govt may, by notification in the Official Gazette, declare what shall be the proper national
colours for all ships registered under this Act & for all ships which are not so registered but which are
owned by the Govt or by any local authority or by any body corporate established by or under any law
for the time being in force in India or by a citizen of India; different colours may be declared for
different classes of ships.
(2) Any commissioned officer of the Indian Navy, or any customs collector, or any Indian consular
officer, may board any ship on which any colours are hoisted contrary to this Act and seize and take
away the colours which shall be forfeited to the Govt.
Question no 471.what is Master responsibility towards receiver of wreck. and who is the
receiver of wreck in Mumbai port.
Deputy conservator of Mumbai port trust is receiver of wreck.
Question no 472.Armed security onboard .obligation as master.

Question no 473.how much food and water as per CBA

Question no 474. Diff between crew and supernumerary .if, Supernumerary sign AOA, what
is the difference between crew and supernumerary.

Question no 475. Limitation of liability as per MSA. LLMC which year ratified by India
LLMC claims what types?
352J. Limitation of liability--
1(a) 133 Special Drawing Rights for each ton of the ship’s tonnage; or
(b) 14 million Special Drawing Rights, whichever is lower.
(2) Where any incident causing pollution damage occurs as a result of the actual fault of the
owner, he shall not be entitled to limit his liability under sub-section (1).
LLMC is not ratified by india till so far, types of claims are Property and Personal claims.
Question no 476.Registry of ships. Why 68 owners whereas as per MSA not more than 10
owners.
It will be the registration rules of different country other than India
Question no 477.Which ships to register.
Every Indian ship, unless it is a ship which does not exceed fifteen tons net and is
employed solely in navigation on the coast of India, shall be registered under this
Act.
Question no 478 .Definition of grounding as per marine insurance

Question no 479. What is difference between audit and inspection.

Survey is an inspection of items to ensure compliance .Audit is an inspection in particular of
items and records of the past which highlight Compliance .Audit means a systematic,
independent and documented process for obtaining audit evidence and evaluating it
objectively to determine the extent to Which audit criteria are fulfilled? Inspection
indicates that the regulatory authorities are checking documents, records, facilities and any
other resources to verify a certain set of standards. Inspection is close check of items
whereas audit is interview of records

Question no 480. SOLAS ch 11, Latest amendment.

IMO adopted a new Code of International Standards and Recommended Practices for a
Safety Investigation into a Marine Casualty or Marine Incident (Casualty Investigation Code)
when the Maritime Safety Committee (MSC) met in London, for its 84th session in May
2008.
Relevant amendments to SOLAS Chapter XI-1 were also adopted, to make parts I and II of
the Code mandatory. Part III of the Code contains related guidance and explanatory material.
The new regulations, entered into force on 1 January 2010 and expand on SOLAS regulation
I/21, which only required Administrations to undertake to conduct an investigation of any
occurring to any of its ships "when it judges that such
casualty
an investigation may assist in determining what changes in the
present regulations might be desirable". The Code now
requires a marine safety investigation to be conducted into
every "very serious marine casualty", defined as a marine
casualty involving the total loss of the ship or a death or
severe damage to the environment.
Question no 481. What is Steering gear requirement
Refer meo
Question no 482. Diffirence between Admiralty law and Maritime Law.
Admiralty law - Traditionally 'admiralty law' referred only to
contractual and tortious disputes arising from the operations
of ships (named after the typical work of the Admiralty Court
in England). It would not, for instance, cover governmental or
international shipping regulations. However, the description
has become more loosely used over time and today it is
interchangeable with 'Maritime Law' as a term describing all
law related to ships.
Maritime Law - Describes all law related to ships and
shipping; including the building, navigation, crewing,
operation and other activities and incidents related to ships.
Although now used interchangeably with the term 'Admiralty
Law', Maritime Law is preferable as the more common term.
Question no 483. Contents of code of safe working Practice
Section 1- safety responsibilities and shipboard management
Chapter 1- risk assessment
Chapter 2- health surviliance
Chapter 3-safety officials
Chapter 4-personal protective equipment
Chapter 5-safety signs
Chapter 6-means of acces and safe movement
Chapter 7-work equipment
Section 2 –Personal health and safety
Chapter-8 safety introduction
Chapter 9-fire precautions
Chapter 10-emergency procedures
Chapter 11-security on board
Chapter 12-living on board
Chapter 13-safe movement
Chapter 14-food preparation and handling
Section 3 – work activities
Chapter 15-safe system of works
Chapter 16-permit to work system
Chapter 17-entry enclosed space or confined space.
Chapter 18- boarding arrangement
Chapter 19 manual handling
Chapter 20-use of work equipment
Chapter 21-lifting plant
Chapter 22-maintenance
Chapter 23-hot work
Chapter 24-painting
Chapter 25-anchoring,mooring and towing operation
Chapter 26-hatch covers and access lids
Chapter 27-hazardous situation
Chapter 28-use of safety sign
Section 4-specialist ships
Chapter 29-dry cargo ships
Chapter 30-tanker and other ships carrying bulk cargo
Chapter 31-ship servicing offshore oil and gas installations
Chapter 32-Ro- Ro ferries
Chapter 33-port towage industry
Section 5-Appendix
1)Standards specification related to this code
2)bibliography
Question no 484.contents of marine hand book
Preface
Contents
Diagram And photographs
abbreviations
Chapter1-chart books,system of names, international hydrographic organisation, international
martime organisation,
Chapter 2-the use of charts and other navigation aids
Chapter 3 regulation and operational information
Chapter 4 the sea
Chapter 5 meteorolgy
Chapter 6-ice
Chapter 7-operation in polar region where ice is prevelant
Chapter 8-observing and reporting
Chapter 9-iala maritime buoyage
Annexes, glosaary and index
Annex a-national flag
Annex b colreg
Glossary
Index
Question no 485-What is the significance of damage control
plan? What are its contents?
The damage control plan, as required by SOLAS Chapter 2,
Regulation 1/19, is intended to provide a ship’s officers with
clear information on the ship’s watertight subdivision and
equipment related to maintaining the boundaries and
effectiveness of the subdivision, so that in the event of
damage to the ship causing flooding, proper precaution can be
taken to prevent progressive flooding and effective action can
be taken to mitigate and recover the ship’s loss of stability.
As per MSC Circular 1245, the following are the items to be
included in the damage control plan:
Plan views of (1) watertight boundaries of the ship; (2)
location and arrangement of cross flooding systems and
means to correct list, along with the location of all valves and
remotes of the system; (3) location of all internal watertight
closing appliances; (4) location of all shell doors; (5) location
of all external watertight closing appliances; and (6) location
of all bilge and ballast pumps and associated valves.
Question no 486.how does PIO carry out preliminary investigation.How formal investigation
is carried out by asseseries
The objective of any shipping casualty investigation is to prevent similar casualties in the
future. The investigation should identify the circumstances of the casualty and establish the
causes and contributing factors by inferencing and analyzing data compiled during the
investigation. On being appointed as the Preliminary Inquiry Officer (PIO) for carrying out the
investigation, it shall be the responsibility of the PIO for speedy conduct of the inquiry and in
doing so he shall be guided by his concerned Principal Officer. The PIO shall conduct the
inquiry in accordance with the relevant provisions contained in Part XII of the Merchant
Shipping Act or as per the terms of reference assigned to him, by the Central Government.
The Inquiry Report shall in all cases conform to the following format: (i) A summary outlining
the basic facts of the casualty and stating whether any death, injury or pollution occurred as
a.result;

(ii) The identity of the Flag State, Owners, Managers, company and classification society;

(iii) Details of the dimensions and engines of any ship involved, together with a description of
crew, work routine and other relevant matters, such as time served on the ship.

(iv) A narrative detailing the circumstances of the casualty.

(v) Analysis and comment which should enable the report to reach logical conclusions or
findings establishing all factors that contributed to the casualty.

(vi) A section or sections analyzing and commenting on the causal elements, including both
mechanical and human factors, meeting the requirements of the IMO data base; and

(vii) Recommendations, where appropriate with a view to preventing similar casualties.

Preliminary inquiries conducted by Port Officers of Minor Ports shall be routed through the
Principal Officers who shall scrutinize their contents for conformance with Para 4 of the
Guidelines and correctness prior submitting the same to the Directorate. The Principal
Officers who submit / forward such reports to the Directorate shall state whether they concur
with the findings and recommendations contained in the preliminary investigation report.

INVESTIGATION AND ENQUIRIES

1. ACCIDENTS
• Whenever a shipping accident happens and comes under the purview of the M.S. Act as
a shipping casualty, the Master, the Pilot or the person in-charge of the ship at the
time of the causalty is required to give notice of this casuality to officers appointed
by the government under Section 358 (2) of the M.S. Act. The proper officers
appointed by the government are notified in the official gazette.
• Investigations & Enquiries - Preliminary inquiry: - When an officer appointed under the
Act receives information about the Shipping casualty, he is required to conduct a
Preliminary inquiry into the accident. The purpose of the preliminary enquire is to
establish the following:-
a) a shipping casualty has occurred within the meaning of the act,
b) the details of the voyage leading to the casualty
c) The events that led to the casualty
d) The extent to which loss of life or loss of property has occurred due to the shipping
casualty.
e) The causes that led to the casualty including acts of incompetency, negligence or
misconduct of the person / persons concerned.
• The preliminary inquiry which is held under Section 359 of the M.S. Act is a
departmental inquiry and the proceedings of such enquiries are not released to the
public.
• In conducting the preliminary inquiry, the inquiry officer has the following
responsibilities :

1. To inform the central government and the state government concerned where
 necessary of the details of the shipping causalities occurring within their
jurisdiction.

2. To go on board the Ship and inspect the same including machinery and
equipment but not unnecessarily detaining or delaying her from proceedings
on any voyage.

3. to enter and inspect any premises to facilitate the completion of the

preliminary inquiry.

4. To summon persons he thinks fit to take statement to complete the preliminary

inquiry.

5. To demand the production of all logbooks, documents or papers he considers

necessary for the inquiry.

6. To submit a report to the central government.

• If any person refuses to attend and answer or to produce necessary evidence or impede
the inquiry officer should call his attention to the powers given to him. In case he still
refuses, he can take action under Chapter X of the Indian Penal Code.
• Persons who may be present at the examination:- Where the owner or agent of a ship, a
casualty to which is being investigated, signifies his desire to be present during the
inquiry, he may be permitted to be present but only while witnesses belonging to the
ships in which he is directly interested but only while witnesses belonging to his ships
in which he is directly interested are being examined and he must be requested to
remain silent. He may take note of evidence, if he desires but should not interfere
examination of a witness. Barring this, no person is to be present in the room during
the examination of the witness excepting the deponent, the officer conducting the
inquiry and his clerk and if necessary an interpreter. Professional lawyers are not
admitted into the proceedings of preliminary inquiry.
• Formal investigation: whenever it appears that the event leading to a ship casualty,
demand a formal investigation by the court, the Director General of Shipping by
virtue of powers delegated to him under Section 360 of M.S. Act may direct the same
to be held. On receipt of the order of the Director General the proper officer shall
make an application to the court as empowered under Section 361. The objective of
the court empowered under Section 361 is not to punish anyone who may have been
at fault but to throw light on the cause of the causality and to consider steps to prevent
such causalities in future. Only first class Magistrates are empowered to conduct these
formal investigations.
• The courts are assisted by assessors possessing the requisite technical knowledge and
are independent of all the interest concerned. The assessors are appointed by the court
out of the list which is maintained by the Directorate.
• Where formal investigation involves or appears likely to involve any question regarding
cancellation or suspension of Certificate of Competency of Master, Mate or Engineer,
the court shall be assisted by not less than 2 assessors having the requisite experience
in Merchant Marine Service.
• Apart from the officer
on whose application the investigation is undertaken and any
person upon whom a notice of investigation has been served any other interested
parties may be permitted to appear at investigation and become a party to the
proceedings.
• On the appointed time and place for holding the investigation the court can proceed with
investigation, whether the parties upon whom notices of investigation have been
served are present or not.
• Report of the court. Unless the cancellation or suspension of any officers' certificate is
not involved, the court need not tell its decision in open court. It may sent or deliver
to the parties a copy of the report as required by Section 369 of the M.S. Act to be
transmitted to the central government. The court should submit its report to the central
government in duplicate. Where the cancellation of suspension of officers certificate
of Competency is involved, the court may deliver its decision in open court and also
send or deliver to the parties a copy of the report to be transmitted to the central
government. When the certificate is suspended and the court has recommended that a
certificate of lower grade should be issued, the same shall be issued by the Directorate
General of Shipping through the Principal Officer concerned .
• Powers to cancel Certificate of Competency. The Certificate of competency may also be
cancelled by central government under provision of Section 377 of the M.S. Act.
Question no 487. Contents of multimodal transport
document. –
The multimodal transport document shall contain the
following particulars, namely:

(a) The general nature of the goods, the leading

marks necessary for identification of the goods,
the character of the goods (including
dangerous goods), number of packages or
units and the gross weight and quantity of the
goods;

(b) Apparent condition of the goods;

(c) The name and principal place of business of

the multimodal transport operator;

(d) The name of the consignor;

(e) The name of the consignee, is specified by

the consignor;

(f) The place and date of taking charge of the

goods by the multimodal transport operator;

(g) The place of delivery of the goods;

(h) The date or the period of delivery of the

goods at the place of delivery;

(i) Whether it is negotiable or non-negotiable;

(j) The place and date of its issue;

(k) Freight payable by the consignor or the

consignee, as the case may be;

(1) The signature of the multimodal transport

operator or of a person duly authorised by him;

(m) The intended journey route, modes of

transport and places of transhipment, if known
at the time of its issue;
 (n) Terms of shipment and a statement that the
document has been issued subject to and in
accordance with this Act; and

(o) Any other particular which the parties may

agree to insert in the document, if any such
particular is not inconsistent with any law for
the time being in force.

Question no 488. how is freight paid in multimodal transport

Depending upon combined b/l. it can be prepaid or post-paid
Question no 489.Who is the registrar
As per MSA 24, Principal Officer of MMD; or Surveyors In-charge
He will maintain a Register Book with appropriate entries, including Declaration of Ownership.
He is required to maintain a complete record of ships on the register indicating as on a particular date
the person/persons, either in their individual capacity or as joint owners or as a corporate body, who
have a stake in the ownership of ships.
Question no 490. Performance standard of ARPA
Refer notes.
Question no 491.Helicopter will be approaching your
vessel and it will land onboard your ship. Now you lose
communication with the helicopter. However as agreed
between helicopters and ship earlier before, both will
comply with IAMSAR. So what speed are you going to
approach for the helicopter to land and how will you
communicate with it?
take wind 30 deg on port bow and maintain steady
course & steerage speed or agreed speed as per local
rules. we will communicate by ch 16 . give winching
area info , clear zone, manoeuvring zone ,my course
,speed, weather, wind, any alteration of course or
speed,
As the helicopter approaches,strong winds may be
produced by the rotors, making it difficult to
steer.The helicopter will provide all the equipment
for the winching. A line will probably be trailed
from the helicopter for your crew to guide the
rescue device as it is lowered. Before touching the
rescue device, allow it to touch your vessel. This
will discharge static electricity. If you have to move
the rescue device from the pick-up area to load the
patient, unhook the cable from the rescue device
and lay the loose hook on the deck so it can be
retrieved by the helicopter. If a helicopter crewman
is lowered down, follow his instructions. If this is
not the case, act as follows:
• Do not attach the loose hook or the trail line to
your vessel.
• If you have to move the rescue device from the
pick-up area to load the patient, unhook the cable
and trail line from the rescue device and lay the
loose hook on the deck so it can be retrieved by
the helicopter.
• The helicopter may move to the side while the
patient is being loaded.
• Have the patient wear a lifejacket and attach any
important records, along with a record of
medications that have been administered.
• When the patient is securely loaded, signal the
helicopter to move into position and lower the
hook.
After allowing the hook to ground on the vessel,
re-attach the hook andthe trail line to the rescue
device.
• Signal the winch operator with a "thumbs up"
when you are ready for
the winching to begin.• As the rescue device is
being retrieved, tend the trail line to prevent the
device from swinging.
• When you reach the end of the trail line, gently
toss it over the side."
Question no 492.what are safety precautions while helicopter
operation.
• A briefing to discuss the safety aspects and
operational details of helicopter-ship operations
should be held for all involved personnel prior to
the operation's commencement.
• Wherever available, the following fire-fighting
equipment or its equivalent should be ready during
helicopter operations:
□ at least two dry powder extinguishers with an
aggregate capacity of not less than 45 kg
□ a suitable foam application system (fixed or
portable), capable of delivering a foam solution at
a rate of not less than 6 L per minute for
each square metre of clear zone and sufficient
foam compound to enable the rate to be
maintained for at least five minutes
□ carbon dioxide (C02) extinguishers with an
aggregate capacity of not less than 18 kg
□ a deck water system capable of delivering at
least two jets of water
to any part of the helicopter operating area
□ at least two fire hose nozzles which should be of
the dual-purpose type
□ fire-resistant blankets and gloves
□ sufficient fire proximity suits
□ portable fire-fighting equipment for oil fires
should be stationed near the disembarkation space
□ if possible, the fire-fighting pump should be
started and hoses should be connected and kept in
readiness.
For better identification from the air, and also for
showing the direction of the wind to the helicopter
pilot, flags and pennants should be flown.
• All crew members concerned, as well as the
persons to be evacuated, should wear lifejackets
□ this precaution may be amended when it would
cause unjustifiable deterioration of the condition of
the patient to be transferred.
• Care should be taken that the patient does not
wear loose clothing or headgear.
• On no account should the lifting device or the
trail line on the end of the winch cable be secured
to any part of the ship or become entangled in the
rigging or fixtures.
• Never fix a trail line to a person.
• Ship's personnel should not attempt to grasp the
lifting device unless requested to do so by the
helicopter crew.
□ Even in this case, a metal part of the lifting
device should first be allowed to touch the deck in
order to avoid possible shock due to static
electricity.
• When helicopter winching is to be done from
carriers of flammable or explosive cargo, in the
vicinity of a flammable mixture spillage, the
winching must be grounded clear of spillage or the
carrier's tank venting area in order to preclude a
possible fire or explosion from an electrostatic
discharge.
• The helicopter pilot will want to approach the
ship in such a way that the helicopter will hover
into the relative wind and with the pilot's side
(starboard) closest to the ship during the
approach.
• If the helicopter is to approach in the usual
manner, from the stern, the ship should maintain a
constant speed through the water and keep the
wind 30° on the port bow or on either beam if the
area is amidships, or 30° on the starboard quarter
if the area is forward.
• A flow of air, as free of turbulence as possible,
clear of smoke and other visibility restrictions, over
the pick-up area is very important.
• These procedures may be modified on
instructions from the pilot if communications exist.
• Personal belongings should not be taken along.
□ Loose gear can become entangled in the winch
cable or pulled up into the helicopter rotors.
Question no 493.Suppose that the SMS onboard is well implemented and you board the ship
as a PSCO, what all you will check in the fore peak spaces?
As a PSCO I will check strengthening arrangement in forepeak tank, all plates for corrosion,
any damage of plating .check all parts of plates are properly there. Check anodes hydraulic
line .and bilge alarm. Also check the forepeak valve in front of collision bulkhead .Any lsa
secured in fore peak store. Any damage to chain locker bulkhead, Educator piping,
Notice regarding pollution in fpk store educator
Question no 494.What are the disadvantages of PSC?
Disadvantage as lot of surveys are there already it is extra burden. also disturb cargo
operation particularly stripping time. Delays of ship

Question no 495.What is water spray ejector system?

Question no 496.With reference to fire zone, what are the requirements in galley?

Question no 497.How many TPAs are required on a lifeboat with max capacity of 8 persons?
two
Question no 498.Is there any difference in type 2G and type 2PG gas carriers with regard to
certification?
International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk . 2g and 2pg certificate
difference will be in cof will mention type of cargo .All other will be same

Question no 499.Contents of International Sewage Pollution Prevention Certificate and what

attachment is there?
ISPP certificate Contents
• Government which endorses the certificate
• On Behalf of the Govt - Class
• Particulars of Ship
• Type of Sewage plant / holding tank / comminuter plus capacities
• Place and date of issue
• Validity
• Endorsement section - To extend Validity if the certificate is valid for less than 5 years ( Reg 10.3)
• Endorsement section - where renewal survey has been carried out and new certificate cannot be
placed on board
• Endorsement for period for grace .
Attachment is report on survey concerning ISPP ,record of construction and equipment for retention ,
treatment and discharge sewage

Question no 500.In multimodal transport, you are a shipper and you have received your
goods via air and is damaged. How will you claim it and what are the limits?
There is damage in multi modal transport but damage is not known .also sea leg is involved
then as 666.67 sdr per package or 2 sdr per unit whichever is greater. Whether it will be air or
land. If damage is known by air and also unit of damaged packaged is declared then as per air
rules. Unimodal transport is governed by respective international conventions: for ocean - the
Hague / Hague Visby / Hamburg Rules, for air - the Warsaw Convention, for road - The
CMR, for rail - The CIM etc. These transport conventions may apply to individual segments
of multimodal transport of goods.
Question no 501.what is safe manning in polar code
Basic training for junior officers and advance training for master and chief officer
Question no 502. Oil pollution off Minico Island buoy .action as master. What if fund limit
increase who will pay

Question no 503.what is expiry certificate

Date and month of each year of the expiry of certificate
Question no 504. Cadet training as per which convention
As per STCW 2010. The dg shipping has an approved syllabus and cadet record book to
impart training onboard which can be used as a guideline to train.
Question no 505.Any recommendation for companies for increasing cadets as per
1047(27) principle of safe manning
need to provide training opportunities for entrant seafarers to allow them to gain the training
and experience needed.
Question no 506.A boat full of people near algeria.they say they are in need of assistance n
coast guard say to pick them up .will u pick up ?Under which convention. Action if u pick
them up !
boat with crew need assistance and coast guard instructed .it is as per solas art v Carriage of
persons in emergencies (a) For the purpose of evacuating persons in order to avoid a threat to
the security of their lives a Contracting Government may permit the carriage of a larger
number of persons in its ships than is otherwise permissible under the present Convention
Action : inform coastal state to take to them to place of safety
Question no 507. Stowaway found on board which convention n action as per convention.
Next port not ready to accept.Owner not ready to pay for security.
As per FAL convention.if next port not ready to accept.inform owners,flag state & p and i
club.then will disembark in next of next port after proper documentation.owner is not ready
to pay for security but p and i will cover him. Regarding stowaway, IMO has started a
concept on trial basis which is known as "stowaway focal point"...it is created to help master
in case of finding difficulties in landing stowaway.. In this IMO and the Office of the United
Nations High Commissioner for Refugees (UNHCR) have produced leaflet called Rescue at
Sea.
Question no 508.what is Panama Canal and Suez Canal tonnage
Since 1st October 1994 Panama Canal tolls have been based on the Panama Canal Universal
Measurement System (PC/UMS), which in turn is based on the international standard of
vessel measurement established by the ITC (except for container vessels, which pay in
accordance with container-carrying capacity). The tonnages stated on the Panama Canal
Tonnage Certificate are therefore identical to those in ITC certificates.
The Suez Canal, however, has a system with a multiplying factor applied to the NRT, thus
producing a figure called Suez Canal Net Registered Tonnage (SCNRT), which forms the
basis for passage dues. It is different from all other tonnage, continuing to be based on the old
Moorsom system of measurement. The tonnages stated on the Suez Canal Special Tonnage
Certificate are therefore different from those in ITC certificates.

Classification societies issue separate PC/UMS and SCNRT

certificates for vessels on behalf of flag states.
Question no 509. you have taken over and l/raft cert exp tommrow?
Five month ext period as per solas & permission from flag state .
Question no 510.You find gangway damaged, action?
Carry out enquiry for finding ROOT CAUSE of problem.
Question no 511.PSC boards and about to give 30-33 defiencies?
use my PR skills to convince him that ,I will rectify most of the defects, basically convice
him to reduce no of deficiencies in FORM B, as it goes on record.
Question no 512.you have not yet taken over and outgoing master informs u that cargo safety
equip cert is expiring tomorrow, (include ext period), he has also not informed company?
Action.
If a ship, at the time when a certificate expires, is not in a port in which it is to be surveyed,
the Administration may extend the period of validity of the certificate but this extension shall
be granted only for the purpose of allowing the ship to complete its voyage to the port in
which it is to be surveyed, and then only in cases where it appears proper and reasonable to
do so. No certificate shall be extended for a period longer than three months, and a ship to
which an extension is granted shall not, on its arrival in the port in which it is to be surveyed,
be entitled by virtue of such extension to leave that port without having a new certificate.
When the renewal survey is completed, the new certificate shall be valid to a date not
exceeding five years from the date of expiry of the existing certificate before the extension
was granted. we have to inform company, flag and class. if survey can be done in port then
vessel has to carry survey then can sail out otherwise certificate will get cancelled even class
will be withdrawn. Now, if survey cannot be arranged in port then vessel may get extention
for grace period till next port where survey can be done.
Question no 513.gulf of kutch, collision,2 casualty on other vsl n 3 casualty on own
vsl,action?
tell him all action-alarm/msa/radio med /med evacuation/position fixing/sounding/w/t
doors/strong current/grounding
Question no 514.what is notice of abandonment as per insurance.
The notice of abandonment is essentially given to the insurer to claim the loss as
constructive total loss.If he fails to do so, the loss can only be treated as a partial loss. The
notice can be given orally or in writing. The notice should be unconditional and absolute.The
insurer may either elect to accept or decline the proposal. But, when the insurer elects to
object the notice, the insured should at once commence legal action against the insurer to
claim ‘the loss’ under constructive total loss. In case of constructive total loss, the insurer
have a right, after the settlement of the claim in full, to take over the property or whatever
may remain of it where the insurers elect to take over the remainders of the wreck, the cost of
removing the wreck is borne by the insurers.

Question no 515.indiscipline onboard?

Give warning first then fine then get him off the vessel along with olb entries

Question no 516.Which is better English Channel/ Baltic or

Singapore Straits? And why?...
(VTIS Mangement)
Question no 517.Steering Flat Entrance to E/Rm Door requirements? Access to emergency
fire pump
No direct access shall be permitted between machinery space and space containing
emergency fire pump and its source of power .if this is not practicable, the acess by means of
air lock with the door of machinery space being A 60 class standard and other steel both
reasonably gas tight and self closing without any hold back arrangement. also access may be
through a water tight door capable of being operated from space remote from machinery
space and space containing emergency fire pump and unlikely to cut off in the event of fire in
those spaces. in such a case secondary means of access shall be provided another steel.
Question no 518. How to refer imdg code.
We have un number or technical name. Refer volume 2 for dangerous good list and ems.it
will give u information what we require packing, segregation, stowage, risk, class.
Question no 519. What is Oxter plate, shoe plate & coffin plate
Oxter Plate:- is a plate having double curvature, immediately
below the transom floor
and running into the fore side of the stern post. This plate may
often require shaping after
furnace heating it is usually of an "S" shape with curvature
forward to aft and a double curvature from bottom to top.
Coffin Plate:- the plate joining two side plates over the keel of a vessel at the stern which in
plan view creates a shape similar to a coffin lid.

Shoe plates They used to connect the stem to the flat plate
keel. The forward end of the shoe plate is dished around the
stem, whilst the after end is flattened to connect with the keel
plate.
Stealer plate:At the ends of a vessel, particularly at the bow,
the width of the strake decreases and it is often desirable to
merge two strakes into one, this being done by a stealer plate.
Transom stern: A square-ended stern used to provide
additional hull volume and deck space ships.
Storm valve: A check valve placed at the end of soil or
scupper pipes discharging through the ship side near the
waterline. It allows the water to discharge overboard but
prevents seawater from backing up the pipe.
Stringer: A fore-and-aft girder running along the side of a
ship at the shell and also to the outboard strake of plating on
any deck.
Tumblehome:The slant inward from the vertical of a
transverse section of a hull about the designed waterline.
Reserve buoyancy: The watertight volume of a ship above
the water line is called the reserve buoyancy. It can be defined
as the buoyancy a ship can call upon to meet losses of
buoyancy due to damage of the main hull. Its use in the
general working of the ship is to provide a sufficiency
of freeboard to make the vessel seaworthy.
Sole piece: The fore and aft piece, forming the lower part of
the stern frame in single-screw vessels extending from the
propeller post to the rudderpost.
Sheer;The curvature of the deck in a longitudinal direction. It
is measured between the deck height at amidships and the
particular point on the deck. The forward shear is twice of the
aft shear.
Sheer strake: The course of the shell plating at strength deck
level
Pounding:The impact of the water surface against the side or
bottom of a ship hull, whether caused by ship velocity, water
velocity, or both.
Panting:The pulsation in and out of the bow and stern plating
as the ship alternately rises and plunges deep into the water.
Lightening holes: Large apertures cut in floor plates, side
girders, and tank bracket plates. In double bottom vessels they
provide an access to the different cells for inspection and
upkeep, besides taking weight off the structure, which is their
principal object. In a general sense any hole cut in reduce
weight without impairing strength.
Margin line:An imaginary line drawn 75mm below the
bulkhead deck at the ship’s side. It is the highest permissible
location on the side of the ship of any damage water plane in
the final condition of sinkage, trim & heel.
Margin plate:The outboard strake of the inner bottom. When
the margin plate is turned down at the bilge it forms the
outboard boundary of the double bottom, connecting the inner
bottom in the shell plating at the bilge.
Permeability:The ratio of water which can enter with the
volume of the empty compartment.
Permissible length: The length between bulkheads on a ship
in order to ensure that it will remain afloat if one, or more,
compartments are flooded. The permissible length is some
fraction of the floodable length. The fraction is called the
factor of subdivision.
Pintles: The pins of bolt that hinge the rudder to the gudgeons
on the rudder post.
Pleuger rudder: An active rudder in which a small motor
driven propeller is incorporated in a streamlined casing. Ship
steering at very low speeds is thus possible and the rudder
angle can be greater than 35degrees.
Rising tanks: Double bottom spaces in which the inner
bottom is higher at centre line than at sides. This arrangement
has the advantage of allowing moisture from the cargo drain
into the bilge pockets on each side.
Scantlings:The dimension and the thickness of rolled sections
and the breadth and thickness of plates, which together
compose the ship’s structure or part of same.
Schottle rudder: Double right-angled drive mechanism in
which the propeller operates within a duct.The propeller and
the duct can be rotated in order to steer the driven vessel.
Question no 518. How will you implement ISPS onboard
Carry out a security assessment. Report deficiencies to company. Check crew knowledge.
train as required. Ensure proper records maintained. Security equip maintained. Enhance
awareness. Coordinate with port facilities and cso for implementation during port calls and
cargo ops. Periodical review/internal audit Conduct drills at regular intervals
The main responsibilities of ship security officer (SSO) are:

• Implementing and maintaining the ship security plan

(SSP)
• Conducting security inspections at regular intervals of

time to ensure that proper security steps are taken

• Making changes to the ship security plan if need arise

• Propose modifications to the ship security plan by taking

various aspects of the ship into consideration

• Help in ship security assessment (SSA)

• Ensure that the ship’s crew is properly trained to maintain

a high ship security level

• Enhance security awareness and vigilance on board ship

• Guide ship’s crew by teaching ways to enhance ship’s

security
• Report all security incidents to the company and the ship’s

master
• Taking view and suggestions of the company security

officer and the port facility security officer into

consideration while making amendments to the ship
security plan
• Help company security officer (CSO) in his duties

• Take into account various security measures related to

handling of cargo, engine room operations, ship’s store

etc.
• Coordinate with ship board personnel and port authorities

to carry out all ship operations with utmost security

 Ensure that the ship security equipment is properly
•

operated, tested, calibrated, and maintained

Question no 519. What is list of operational limitation.
(solas v/reg 30)
Operational limitations
1 This regulation applies to all passenger ships to which chapter I applies.
2 A list of all limitations on the operation of a passenger ship including exemptions from any of these
regulations, restrictions in operating areas, weather restrictions, sea state restrictions, restrictions in
permissible loads, trim, speed and any other limitations, whether imposed by the Administration or
established during the design or the building stages, shall be compiled before the passenger ship is
put in service. The list, together with any necessary explanations, shall be documented in a form
acceptable to the Administration, which shall be kept on board readily available to the master. The list
shall be kept updated. If the language used is not English or French, the list shall be provided in one
of the two languages.

Question no 519.what are the Authorities of psc

to carry out psc inspections of ships to check substandardness

To check is the ship complying with various regulations

Are survey been carried out regularly

are certificates valid
Safety awareness of ship
Checking if master and crew are aware of ship board
operation related to pollution prevention
And over all condition
Are equipment such a related to safety, distress are in compliance
Ensuring principle equipment is installed n maintained as required by regulation
Question no 520. What is In-water survey? How it is done? Survey duration?
The CLASS will accept an In water Survey in lieu of the intermediate docking between
Special Surveys required in a five year period on ships where an *IWS notation is assigned.
The In water Survey is to provide the information normally obtained from the Docking
Survey. Special consideration shall be given to ascertaining rudder bearing clearances and
stern bush clearances based on the operating history, on board testing and stern L.O. analysis.
The In water Survey is to be carried out at an agreed geographical location, with the ship at a
suitable draught in sheltered waters and with weak tidal streams and currents. The in water
visibility is to be good and the hull below the waterline is to be clean.

In Water Survey (IWS) Requirements

Prior to commencing the In water Survey, the equipment and procedures for both observing
and reporting the survey are to be agreed between the Owners, Surveyor and diving firm. In
water Survey is to be carried out by a qualified diver of a firm approved by the Class. If the
In water Survey reveals damage or deterioration that requires early attention, the Surveyor
may require that the ship be dry-docked in order that a fuller survey can be undertaken and
the necessary work carried out.
Where a vessel has an *IWS notation, the conditions of the high resistant paint is to be
confirmed at each dry-docking in order that the *IWS notation can be maintained. Where an
*IWS (In water Survey) notation is to be assigned, plans and information covering the
following items are to be submitted:

• Details showing how rudder pintle and bush clearances are

to be measured and how the security of the pintles in
their sockets is to be verified with the vessel afloat.
• Details showing how stern bush clearances are to be

measured with the vessel afloat.

• Details of high resistant paint, for information only.

Where an *IWS notation is to be assigned, means are to be provided for ascertaining the
rudder pintle and bush clearances and for verifying the security of the pintles in their sockets
with the vessel afloat.
Where an *IWS (In water Survey) notation is to be assigned, means are to be provided for
ascertaining the clearance in the stern bush with the vessel afloat.
ESP vessels less than 15 yrs age- allowed only during intermediate survey. Esp. vessels more
than 15 yrs - not allowed. Other vessels - allowed only during intermediate too .only dry
docking allowed at renewal survey. age restriction is for esp. vessels. Earlier the other vessels
also had same restrictions but now dg has removed that restriction now .for cargo vessels
(non esp) basically gen cargo an container. master to give declaration to ro any damage since
last dry dock and declaration of hull structure is protected by paint scheme. Also location is
clear for under water survey
1. Ensure engines r isolated and eng rm informed.2.no discharge outlets open.3. Overboard
discharges to be shut.4. Notices posted for diving operations. 5. Alfa flag hoisted. 6. No
ballasting deballasting to be done. Ensure bow thrusters power is isolated.7.no rudder
movements.
Question no 520.How will you determine nature of bottom.
By chart and tallow of hand lead line
Question no 521.How will you go about drills preparations onboard
Unannounced drills to be carried out
Every crew to be participated in the drill
Each person’s to be asked for his duty
Efficiency and time management response of drill to be checked
De Briefing to carry out after the drill for any short comings
Drill to be carried out as much as practically assuming real scenario
Drills are carried as per drill schedule
Question no 522. What is progressive flooding ?
Progressive flooding is the flooding of compartments situated outside of the
assumed extent of damage. Progressive flooding may extend to compartments,
other than those assumed flooded, through downflooding points (i.e. unprotected
and weathertight openings), pipes, ducts, tunnels, etc. Progressive flooding through
internal pipes: In case of damage of an internal pipe which is connected to an
undamaged compartment, the undamaged compartment should also be flooded,
unless arrangements are fitted (e.g. check valves or valves with remote means of
control), which can prevent further flooding of the undamaged compartments;
Question no 523.how will you carry out abandon ship drill
Every month abandonship is carried out and when more than 25 % crew not
participated in last abandon ship drill .then immediately to be carried out after
departure. On passenger ship mustering of newly Embarked passengers to do
before sailing or immediately after sailing.General emergency alarm to be raised
seven short and prolonged blast and announced made on PA system abandon ship drill
abandon ship drill abandon ship drill. Crew to be mustered and head counts taken.
Life jackets and immersion suits , All PPE checked, Boats to be make ready for
lowering to embarkation deck and engines to be tried out ahead and astern for three
minutes and steering checked harder over to hard over. painter to be made fast life
boat equipments checked even lights and batteries,when hoisting back life boat limit
switches to be checked for proper working.
Question no 524. What is duration of emergency alarm short & long blast

1 second and three second

Question no 525.what's the procedure in your company for promotion to master.
Need to have minimum three years as chief mate experience.
Master licence
Need to have at least three appraisals for promotion to be as master
Company to have experience mate to cover newly promoted master for matrix
requirement
Question no 526.what's buoying of cable
Buoying of cable means to secure anchor cable to buoy.lower anchor and make fast
tripping line to anchor shackle. lower half a cable in the hawse pipe.heave on tripping
line. And bring the remaining cable on deck.put extra lashing on anchor.when heaved
upto quarter panama lead.now heat and dismantle lugless joining shackle.put extra
lashing and remove cable.and pass anchor cable wire through gipsy to the hawse
pipe.cable is ready to make fast buoy.
Question no 527. how will you carry out fire drill?
Every month fire drill is carried out and when more than 25 % crew not participated in
last fire drill .then immediately to be carried out after departure. On passenger ship
mustering of newly Embarked passengers to do before sailing or immediately
after sailing.fire alarm continous ringing of bell to be raised.head count taken by
all teams.emergency team to proceed to sight of fire.,close water tight
doors,vents,flaps,dampers,sky lights,rig hose and keep foam monitor
ready.emergency team to support emergency team one on deck with boundry
cooling and for fixed fire fighting system.prepare two person with scba and fire
mans outfit with scba pressure for 30 minutes to fight fire.keep walkie talkies
with them and should communicate with command team while fighting fire
inside enclosed space. technical team keep ready for emergency fire pump, IG
system and deck foam. Use two jet of fire to overboard side and check the
pressure to check efficiency of emergency fire pump. Check hose condition and
nozzle working. investigate cause of fire after extinguish. distress officer to
simulate distress message through gmdss equipments for sending distress
alert.check for any injury and take him to hospital even if need to be on
stretcher. Give him medical first aid.carry out debriefing at the end.
Question no 528. what is engine room skylight.? Draw engine room skylight
The skylight was used in old ships for the illumination and the ventilation of the engine room
along with providing an opening for lowering and removing heavy items with the ship or the
shore crane. However in modern ships the sky light is normally bolted shut and only opened
for lowering goods and spares into the engine room.
The location of the sky light should be such that it can lower the spares near the cylinder head
platform from where it can be transferred easily to the overhead crane. In case it is not
possible it should have guide rails near the opening so that once the items have been lowered
into the engine room it can be easily shifted by chain blocks and physical labor is saved.
The opening should be free of pipelines and obstructions, so that the spares can be easily
lowered and lifted without much maneuvering. Sometimes the restricted opening causes the
crane hook to catch on to some obstructions or pipelines and the spares can fall endangering
life and property.

Question no 529.How will you prepare vessel for PSC inspection.

vessel is always prepared for PSC inspection once she goes to port .master has to check the
areas where mou region is having CIC going on. in addition ,vessel to keep all certificates,
log books, oil record books, movement books, charts, publications, bridge equipments,drill
records,familirizations to be updated, galley should be cleaned and provision inventory
maintained and free of expiry items. condition of accommodation to be hygienic. Security
isps code to be in place, cargo operation carried out as per ship shore safety check list, pre
transfer meeting available.oil record book updated. Inform chief engineer to keep engine
room out of oil stains and cleaned. port requirements to be complied. Mooring to be taught,
fire wire rigged as per port requirement, anchor lashing opened .deep trays empty from oil
and water. fire fighting equipments in place near the manifold. Fire plan to be updated and in
place. Only one entrance for accommodation to opened. Rat guards in place. Pins for
mooring winch lever gear in place. Drain plug for oil save oils in place.gas meters ready for
use. steering gear to be in order. Emergency generator and emergency fire pump to be in
order. Emergency lighting and deck lighting in order. crew to be familiarised and be ready for
drills in port by psc. extra familiarization of isps and ism to be carried out.

What is certificate of survey

Question no 530.
Certificate of Survey: A cursory survey is carried out by the
Consular Officer / MMD / IRS as authorised by RoS on board
the vessel seeking registration and a Certificate of Survey as
per prescribed format is issued forthwith. ‘Certificate of
Survey’ describing the identity of the ship as endorsed by an
authorised Surveyor if applicable. (NOTE: Normally this is
issued by this Department. In certain circumstances, e.g. when
a vessel is newly built abroad, a duly authorized (by DGS)
surveyor of an IACS member / IRS / Flag can issue
Question no 531. How will you authenticate PSC inspector is genuine guy in
Indonesia?
When he is nice guy and cooperative, friendly. he will not give me any deficiency
even if he has found that he believed that master can rectify as soon before departure.
Question no 532. Once PSC onboard what as a master you should do?
Keep all certificates, records ready for inspection. Instruct management team to keep
ready every aspect for inspection. Tell mate to let psc inspector to come into my day
room.
Question no 533. Why muster list required onboard? He asked me have u seen
Titanic ..tell me what was wrong things happened in Titatic which could have been
avoided if there was Muster list?
People to know muster point for emergency evacuation.Passengers were not aware their
muster location.some were not properly dressed and doned.it was the stewards to help the
people to get dressed out and bring them out on deck .the doors were left open.in third class
passenegers were left to their own devices after being informed of need to come on
deck.Many passengers and crew were reluctant to comply, either refusing to believe that there
was a problem or preferring the warmth of the ship's interior to the bitterly cold night air. The
passengers were not told that the ship was sinking, though a few noticed that she was listing.
when the stewards began ordering the passengers to put on their lifebelts, though again, many
passengers took the order as a joke. Some set about playing an impromptu game of
association football with the ice chunks that were now strewn across the foredeck. On the
boat deck, as the crew began preparing the lifeboats, it was difficult to hear anything over the
noise of high-pressure steam being vented from the boilers and escaping via the valves on the
funnels above.The noise was so loud that the crew had to use hand signals to communicate.
The crew was likewise unprepared for the emergency, as lifeboat training had been minimal.

Question no 534.how will you carry out familiarization of

new joiners
By prescribed form or booklet provided by company. As it
covers most of aspects. Delegate responsibility of
familiarisation Basis on signer rank. Certain functions to
cover immediately on joining and others within 2
weeks. Familiarisation checklist to be made which shud cover
Their details as name n rank and their duties in an emergency
. Their nearest fire extinguishers. Nearest fire activation call
points General emergency alarm location nearest escape
routes to muster stn, ship round showing all ffa and lsa
appliances. Location and starting of emergency generator ,
location n starting of lb .location n starting of rescue boat .
Fire doors. Areas of muster station primary n secondary and
citadel.

Question no 535; Your third officer has made muster list. What all you will check as master.
Solas chapter 3, regulation 8 and 37 has all the details for muster list. As a master we must
check are all person are assigned duties...designating the person who will wear fire man
outfit...In case if key person getting injured who will be there substitute... Who will be
responsible for maintaining lsa and ffa. In case if carrying passengers.. Who among crew will
be in charge of them. If all relevant related to particular emcy is covered. the muster list is
made with name of crew and not with designation. Teams divided basis relevant tasks
. Designating duties to all crew respective of emergency.
Question no 536. How will u make sure that ur CO2 fire fighting system is working properly
Alarms, Machinery trips, Door alarm, Quick closing valves, Flaps, Skylights, Ventilation fan
trips to be tested monthly .General inspection of the installation, pipe lines to be checked.

2 yearly we have to verify CO2 contents by mechanical advantage lever, ultrasonic liquid
level measurement or radioactive liquid level measurement. Equipment for measuring CO2
content must be available on board ships. A maximum reduction of 5% in CO2 content may
be allowed provided total CO2 quantity on board is not less than the required amount.
Blow through the system with 6-7 bar air with plastic air bags at the nozzle ends.
Question no 537. What is difference between comminute or non comminute food waste ?
How will you verify it?
Food waste which passes through comminutor is communited. It should pass through 25 mm
mesh basically. The communitor will be certified. We can open a discharge pipeline and
verify. And if not working properly line will choke onboard.

Question no 538. How will you delegate the work

Make sure rest hours are maintained
Appriase co what to be his work plan and what is most required at recent
To be confident and have leadership quality
Give Standing instructions like Master order book ,Bridge order book.
Ensure the responsibility delegation by company is duly followed
Delegate safety related tasks as required via safety meetings and safety representatives

Give them time to complete the task

Follow up
Encouragement
Motive people to accept work

Question no 539.how will you select team before joining ship

Chief officer is right hand and chief engineer will be left hand of my team on board
Question no 540. What is the organisation of you company from top to bottom
India Steamship, erstwhile India Steamship Company Limited
was incorporated in 1929 and is one of the oldest shipping
company in the country with a substantive past.
India Steamship was initially engaged in the liner trade and
became a part of the K.K.Birla Group in 1970. Another
K.K.Birla Group company Ratnakar Shipping Company
Limited having bulk carriers and tankers, was amalgamated
into India Steamship in the year 1990 to have diversified fleet.
executive president mr k.satishchandra , general manager (hr and administration)mr gautam
malik,general manager (finance account it)mr allen lawrence ,general manager (fleet
personal) mr amit basak,general manager (operation) capt s. mahato,general manager (qhse
vt) capt p.kumar
Question no 540.who is assessor in formal investigation
The courts are assisted by assessors possessing the requisite
technical knowledge and are independent of all the interest
concerned. The assessors are appointed by the court out of the
list which is maintained by the Directorate. A court making a
formal investigation shall constitute as its assessors not less
than two and not more than four persons, of whom one shall
be a person conversant with maritime affairs and the other or
others shall be conversant with either maritime or mercantile
affairs.
Question no 541.how the is constructed in shipyard

The shipyard, Organization, Layout, Planning, From contract to working plans, The lines plan and
,
fairing,Fabrication and assembly Launching, outfitting, and trials

Question no 542. Duration of light and smoke of mob marker signal

Light 2 hrs smoke 15 mins.
Question no 543. How you used to interact with your crew on your last ship
During meeting, tool box, work plan, drills, familiarization, party, encouragement,
motivation, stations, cargo operations, maintenance instructions.
Question no 544.Oil on deck n in Water Action? Whom to contact.
Steps to Take in Case of an Oil Spill
1) If any body sees oil on deck immediately close the ship side scuppers and alarm the ship
staff by shouting and contacting duty officer on bridge and engine room.
2) Stop all the transfer immediately and locate the effected tank and its sounding pipe and
vent position.
3) Emergency muster to be called up by the master and everybody must carry out their duty
as listed in the muster list for oil spill.
4) Use of SOPEP equipments and other means to be done to contain the spill within the ship.
5) Lower the quantity of spilled tank to a safer level in any other permissible tank.
6) Putting saw dust over the scupper plug will give an additional barrier for oil to go
overboard.
7) Collect the spread oil in a 200 liter SOPEP drum and clear the effected area.
8 ) Master to enter the whole scenario in the ship’s incident report form and call up for
meeting to discuss the accident so such accidents can be avoided in near future.
Oil Spill during Bunkering Operation or Sludge Discharge Operation
The following points are to be noted in case of oil spill during bunkering:
1) One stand by officer is always present in the bunkering manifold. If he sees any oil or
leakage near that area immediately shout “stop” to the bunker supplying vessel loudly or in
the VHF. If remote switch is supplied, immediately press the switch.
2) For sludge disposal operation, if any spill occurs immediately stop the ship’s sludge
transfer pump from remote panel, normally situated near the bunker manifold.
3) Inform the Chief engineer, duty officer about the emergency situation.
4) Scupper must be plugged before starting any of these operations, if oil spill occur on the
deck recheck the plug and put saw dust over it.
5) Master will call for emergency muster and crew will carry out their duties as per the
muster list for oil spill emergency.
6) Drip tray in bunker manifold must be check for over filling and should be emptied in 200
litre drum if required.
7) A foam type portable fire extinguisher must be readily available to avoid the worsening of
the situation by fire.
Actions to be Taken in Case Oil Goes Overboard
1) If the oil spill goes overboard, the Master will immediately inform the coastal authority
like port state control and owner or office management.
2) Measures to be taken to limit the area of spill in the water with use of oil booms and other
effective SOPEP items and all efforts to be made not to allow further oil to go overboard.
3) Use of Oil spill dispersant chemical can be done to contain the spill but with prior
permission from port state authorities.
4) Contact with 24 hr Oil Spill Response Organization to be done by master for further
cleaning up operation by shore team.
5) Entry to be made in Bridge log book, Engine room log book and Oil Record Book about
the spill.
Question no 545. Coming from Rotterdam to Chennai and Anchor to be drop at Chennai
anchoring procedure in chronological order

Preparing for Anchoring

Preparing the vessel for anchoring can start days before arrival . This is when a Master
checks the charts for marked anchorage areas days before arrival . Anchorage area for the
vessel could also be suggested in the agent’s pre-arrival message. In any case, the anchorage
area must be physically checked in the chart to ensure that
 • it is designated for the type of ship,
• the depths complies with the UKC requirement of the

company
• depths are less than the maximum depth ship can anchor

• is clear of any cables, pipeline, wrecks or other

obstructions. and
• the nature of sea bed is appropriate for anchoring

When checking the charts for underwater obstructions, attention should be paid to the chart
symbol ‘#’. This symbol means there is a foul ground and shall be avoided for anchoring. I
am particularly mentioning this chart symbol because you may not miss a wreck but it is
easier to miss this.

It is important to be aware of the ship’s windlass lifting capacity. In any case most of the
ship’s windlass are able to lift the weight of the anchor and about 3 shackles. Vessels could
easily anchor in depths of about 80 meters. If anchoring in depths more than that, you might
need to first check the windlass capacity for the particular ship.

Anchor stations
Anchor stations should be ready forward well in advance. The anchor party should make the
inspection of anchor windlass. They should also ensure that the drive (Hydraulic power packs
or electric power) is running. The lashing of both the anchors should be removed even if it is
pre-decided about which anchor will be used.
It is a good practice to brief anchor party well in advance of some information about
anchoring such as

the depth of water at the anchoring position

•

• Which anchor to use

• Anchoring method (Let go or walk back)

• number of shackles the vessel will be brought upto.

Approaching the anchorage position

The most critical factor while approaching anchoring position is the speed of the vessel.
Engines must be ready and tested well in advance and the speed of the vessel should be under
control. If Master feels the ship’s speed is much more than what it should be, he should
exercise zig-zag manoeuver to reduce the speed. Zig-zag manoeuver (also called rudder
cycling) is the most effective way to reduce the ship’s speed over a shorter distance. While
doing rudder cycling, master must give due consideration to the near by ships and not run
over other ships in vicinity.
Apart from speed, the direction from which to approach the anchoring position is important.
The best approach heading is of heading into the wind and tide. The heading of similar sized
anchored vessels can give quite accurate sense of the approach heading. If the traffic density,
water depth and sea room permits, it is better to bring the vessel to this heading at least 1 mile
from the anchoring position.

Once on this heading, engine movements should ensure that vessel’s speed is less than 2
knots about half a mile from the anchoring position. These are just referencing but useful
figures. You should consider vessel’s manoeuvring characteristics, such as stopping distances
to amend these figures. Once the vessel is around half mile from the anchoring position, we
can give stern movement. This is to ensure that vessel’s is completely stopped at the
anchoring position and there is no headway in forward direction. During stern movement, the
vessel would cant to starboard side (for right hand fixed pitch propellers). If we are using port
anchor, this is good as this would ensure the cable is clear of the vessel and will not lead
across the bow. But if starboard anchor is used, there is a chance of anchor chain going under
the bow or crossing the bow. In this case, before we give stern movement, vessel’s rudder is
put to hard port to get some port swing. The stern movement would check the port swing and
the cable going under the bow can be avoided. Make sure to bring the rudder to midship
during stern movement. Apart from lateral swing, stern movement of the vessel itself ensures
that the cable is clear of vessel’s hull. However in all cases we must ensure that movement of
the vessel do not put excessive strain on the windlass. We will discuss this in the next section.

Anchoring Methods
As we all most likely know, there are two ways an anchor can be put to sea bed. By letting go
or by walking back. Both ways has its advantages. And in most of the cases it is up to the
discretion of master how he wants to anchor. But there are certain conditions in which there
are no options but to choose a particular method.

Letting go an anchor
Would you agree that anchoring by letting go is easier of the two methods. It is most used
method of anchoring too. As you know, in this method, we open the windlass brake to let the
anchor go under gravity. Before opening the brake, we must consider the height from which
we plan to drop anchor. If we don’t. we are allowing ourself to damage the anchor.
Depending upon the height, the damage may not be visible in same operation but will be
visible in longer run.
There is another obvious risk of dropping the anchor from a height. The anchor under its
weight will continue to gain momentum until it touches bottom. This momentum will
increase with the height. If the momentum increases so much that the windlass break can’t
hold it, the anchoring will turn into a dangerous operation. The anchor’s momentum will only
stop when the anchor alongwith entire chain is in the bottom after it has been uprooted from
the bitter end.
What is the referencing height then ?
As a thumb rule, you should never allow anchor to drop from a height of 20 meters. That is,
one must lower anchor to a level when distance between bottom and the anchor is not more
than 20 meters. But that is a maximum figure. One must lower the anchor to as close to
bottom as possible, before it is let go. But no one can judge accurately to lower anchor say
one meter from the bottom.
Here is another rule of thumb. We should aim for lowering the anchor to around half shackle
from the bottom before we let go.
To summarise, here is how we should anchor by let go

Approach the anchor position heading into wind and tide

•

with speed around 2 knots at 0.5NM from the position.

• Lower the anchor with gear to around half shackle off the

bottom and then hold the anchor on brake

• Give stern movement to stop the vessel over ground once

vessel is in anchoring position. if using starboard anchor,

check the starboard swing (for Right hand fixed pitch
propellers) because of stern movement.
• When in position, drop the anchor by opening the brake

• maintain around 0.5 knots stern speed to allow the cable

not to pile up.

• Hold the break once required cable length is paid out.

Anchoring by walking back

Walking back means lowering the anchor with gear. The principle difference between walk
back and let go methods is that in walk back we lower the anchor under power. The
advantage of this method is that cable would not run on its own. So the risk of damaging the
anchor or windlass by dropping from a height is absent. But there is another risk involved
with this method. I earlier said that in let go method we should maintain around 0.5 knots
astern speed while we are paying the anchor chain. But even if we exceed this speed to 1.0
knots, only the anchor will pay off. There will not be any load on the windlass. Even when
brake is on, and the chain stresses, windlass brake will be the first thing to render. But that is
not the case with walk back method. In walk back method, since we are lowering the anchor
with windlass in gear, excessive speed would surely damage the windlass. We must not
exceed the stern speed to more than the design speed of the windlass. Typically the design
speed of windlass is 9 mtrs/minute. That is 540 mtrs/hour (0.3 knots). So we must not exceed
the stern speed to more than 0.3 knots while walking back the anchor. Other things are same
as in let go method.

Anchor brought up
Once we have lowered the required anchor length, and we have disengaged the gear (in case
of walk back), we then wait for the anchor to brought up. We know that anchor is brought up
when it leads to long stay and then gradually comes back to short to medium stay.
Once brought up, there is an important thing that we need to do. Put the bar (Bow stopper) on
and rest the anchor chain on it. This is because, the load generated by the vessel’s movement
during its stay at anchor should be bourne by the bow stopper which has higher capacity than
the windlass sytem. There is a disadvantage though. In heavy weather, there are chances that
stopper may jam or deform. In this case if for some reason vessel need to let go the cable in
emergency, it would be difficult. The only solution to it is that Master must get underway
before putting any component of anchoring at the risk of damage. Most of the companies
have instructions to the masters to leave the anchorage if wind force is more than force 6.
There have been incidents of total constructive loss due to master’s decision to stay at
anchorage in spite of adverse weather warnings.
Anchoring is routine job. Number of incident during anchoring or while at anchor suggest
that we might not have yet mastered the art of anchoring a ship effectively. Knowing about
the correct anchoring procedures and their limitations is one of the best way to avoid
anchoring related fatalities and damages. Do you agree ?
Question no 546: while anchoring vessel agrounded. Action.

In case of stranding/grounding, take at least following actions:

• Stop engines immediately (it happens that a ship runs aground with very little speed on
a very soft bottom with very little slope) and that nobody on the bridge or in the
 engine room has felt it)
• Sound general alarm
• Watertight doors to be closed
• VHF watch maintained on channel 16
• Broadcast to other vessels
• Sound signals, Light / Shapes to be exhibited especially important in case of fog)
• Deck lighting switched on
• Check position on chart
• Take note of
any valuable information (time, course steered, speed, log, eventual
manoeuvres, etc.)
• Sound bilges, tanks
• Immediately take overboard soundings around vessel to check on what type of sandbank
the ship is lying.
• If the shipis on top of a flat sandbank the danger of breaking in two is minimal. If the
ship lies on a mountainous sandbank the risk of breaking is real and the stress on the
ship enormous. In that case urgent action must be taken:

o try to free the ship by giving full astern (or full ahead) with successively the
rudder to hard starboard and hard port (a lot depends on the type and size of
ship)
o call the assistance of tug boats
o consider jettison of cargo (to throw cargo overboard). Be careful of risk of
pollution

• Evaluate risks of pollution

• Inform Company and any third parties if relevant (P & I Club, Hull underwriters, Port
authorities, etc)
• Update ifnecessary vessel's position in radio room, satellite terminal and other
automatic distress transmitter (GMDSS)
• Consider danger of the situation and if possible take pictures
• Consider further actions with consideration for:

o salvage
o risks of sinking (emergency message, EPIRB's, abandon ship)
o secure position (change of tide, weather, stream, stress risks, stability)
o assistance, port of refuge, oil spills
o Keep the Company always informed
o Enter every action taken in the log book

Overboard soundings

When a ship has ran aground, it is of good practice to take the overboard soundings in a well
defined pattern and to send these soundings together with other relevant information to the
Company and other rescuing parties. This will allow them to assess the situation properly
with regard to the ship's stability, stress on the hull and allow them to take the right measures
to refloat the vessel or take any other rescuing action if the master hasn't done so yet.

For vessels of less than 200 m in length, the hull will be divided in 10 equal parts. Starting
from the stem over starboard to the stern and than back onto the stem over port giving thus 20
sounding points .For vessels of more than 200 m in length, the hull will be divided in 15
sections giving 30 soundings (Figure 2)

Question no 547: Length of embarkation ladder

12 mtr to 23 mtr
Question no 548: ISPS code full name and contents.

The International Ship and Port Facility Security (ISPS)

Code
Part A: Mandatory requirements regarding the provisions
of chapter XI-2 of the Annex to the International Convention
for the Safety of Life at Sea, 1974, as amended
1 General . Introduction, Objectives,Functional requirements .
2 Definitions
3 Application
4 Responsibilities of Contracting Governments
5 Declaration of Security .
6 Obligations of the Company
7 Ship security
8 Ship security assessment
9 Ship security plan
10 Records
11 Company security officer .
12 Ship security officer.
13 Training, drills and exercises on ship security
14 Port facility security.
15 Port facility security assessment
16. Port facility security plan
17 Port facility security officer.
18 Training, drills and exercises on port facility security
19 Verification and certification for ships Verifications,,Issue or endorsement of Certificate ,Duration and
validity of Certificate ,Interim certification.
Appendix to part A
Appendix 1: Form of the International Ship Security Certificate
Appendix 2: Form of the Interim International Ship Security
Certificate
Part B: Guidance regarding the provisions of chapter XI-2 of the Annex to the International Convention for the
Safety of Life at Sea, 1974 as amended and part A of this Code
1 Introduction
2 Definitions
3 Application
4 Responsibilities of Contracting Governments
5 Declaration of Security
6 Obligations of the Company.
7 Ship security.
8 Ship security assessment .
9 Ship security plan
10 Records .
11 Company security officer
12 Ship security officer.
14 Port facility security.
15 Port facility security
16 Port facility security plan
17 Port facility security officer
18 Training, drills and exercises on port facility security . .
19 Verification and certification for ships .
Appendix to part B
Appendix 1: Form of a Declaration of Security between a ship and a port facility
Appendix 2: Form of a Statement of Compliance of a Port Facility

Question no 549.what is notary public

A Notary Public is an official of integrity appointed by state
government —typically by the secretary of state — to serve
the public as an impartial witness in performing a variety of
official fraud-deterrent acts related to the signing of important
documents.
Question no 550.What is caveat
Warning, conditions, limitations

Question no 551:Various ship construction definitions

DUCT KEEL. Tunnel which accommodates pipelines and runs
longitudinally alongh the centre line of a ship
Breast hook. A triangular plate bracket joining structural
members of the port and starboard sides at thestem
Bilge bracket /tank bracket: A vertical transverse flat
plate welded to the tank top or margin plate and to the
frame in the area of the bilge
BULWARK: Fore-and-aft vertical plating immediately above

the upper edge of the sheer strake

CAMBER :The rise of a deck, athwartship
CENTER GIRDER :A vertical plate on the ship's
centerline between the flat keel and inner bottom
extending the length of the ship. Also called center
vertical keel, CVK. Or center keelson
DEAD RISE :Athwartship vertical rise between the keel
and the bilge
DECK STRINGER :The strake of deck plating that runs
along the outboard edge of a deck
FLARE :The spreading out of the hull form from the
central vertical plans, usually in the front, much like the
end of a trumpet
FRAME :Transverse members that make up the riblike
skeleton of a ship
FREEING PORT :An opening in the lower portion of a
bulwark, which allows deck water to drain overboard
GIRDER :A continuous member usually running fore
and aft under a deck for the purpose of supporting the
deck beams and deck

Question no 552. What is Stress & Strain

Stress
The stress applied to a material is the force per unit area applied to the material. The maximum stress
a material can stand before it breaks is called the breaking stress or ultimate tensile stress.
Tensile means the material is under tension. The forces acting on it are trying to stretch the material.
Compression is when the forces acting on an object are trying to squash it.
The equation below is used to calculate the stress.

-2
stress = stress measured in Nm or pascals (Pa)
F = force in newtons (N)
2
A = cross-sectional area in m

Strain
The ratio of extension to original length is called strain it has no units as it is a ratio of two lengths
measured in metres.
strain = strain it has no units
L =extension measured in metres
L = original length measured in metres

Stress-Strain graph for a ductile material (like copper)

• L = the limit of proportionality, Hooke’s law applies up to

this point.
• E = elastic limit, beyond this point the material is

permanently stretch and it will not go back to its original

length. Elastic behaviour is when a material returns to its
original length, plastic behaviour is when the stretched
material does not return to its original length.
• Y = yield point, beyond this point small increases in force

give much big increases in length.

• B = breaking point / breaking stress, the material breaks at

this point.
Stress-Strain graph for a brittle material (like glass)
Elastic strain energy (energy stored in a stretched wire or
spring)

The energy stored in the stretch wire or spring is the area under the force-extension graph as we can
see in the equation below.

• E = elastic strain energy in joules (J)

• F = force in newtons (N)

• L = change in length in metres (m)

Stretching rubber
When rubber is stretched and released energy is lost as heat and this is called hysteresis. The area
between the two lines is the energy lost per unit volume.
Question no 552:What is the tensile strain?
Two of the most common types of stress and strain are tensile and compressive stress and
strain. Tensile means there is an increase in length of the object, and compressive is a
decrease in length. From stress and strain we can find a material's elastic modulus, which is
the measure of the stiffness of a material.
Question no 553.what is shearing force and bending moment
shear force. Force acting on a substance in a direction
perpendicular to the extension of the substance, as for
example the pressure of air along the front of an airplane
wing. Shear forces often result in shear strain. Resistance to
such forces in a fluid is linked to its viscosity. Also called
shearing force.
A bending moment is the reaction induced in a structural
element when an external force or moment is applied to the
element causing the element to bend. The most common or
simplest structural element subjected to bending moments is
the beam. ... Beams can also have one end fixed and one end
simply supported
Question no 554.how will you ascertain that your officers are keeping proper lookout and
complying with collision regulations?
BNWAS is in operation all time. Check is he following master and bridge standing orders by
looking visually at sea. Check at night is he is keeping watch only in bridge watch room.
During my con check he is reporting all aspect of navigation. Check his situational
awareness. Check all position are plotted on chart or if ecdis is used with proper setting. radar
is at proper setting. bridge equipments are in order. weather reports are marked, course
recorder are marked, handing over taking and navigation checklist filled, deck log book
filled. Weather fax print outs taken,navtex and wx warning taken out and marked on chart.
check duty shman are taking rounds outside bridge for fire safety rounds and lookout. check
past history from ecdis

Question no 555.How will you go about anchoring with or without current? How will you
brief your chief officer with respect to this?
For anchoring without current .we will head to the wind and drop anchor.when there is
current more than the wind effect. we will stem the current and drop anchor.chief officer to be
briefed that vessel will use wether anchor and will head the wind for no current.and when
wind is abeam and vessel is stemming current.vessel will use lee anchor so that if ship swing
to wind cable will not cross the bow.

Question no 556.When will u abandon ship? What all factors will u consider prior
abandoning?
I will consider abandoning ship when an imminent danger of
foundering, breaking up, fire, or explosion exists, or any other
circumstances that endanger the lives of my crew if they
remain on board. Also will check the survival capability of
vessel along with ERS advice. if ship is not within range the
will abandon my vessel

Question no 557. How is the Lightship weight obtained?

Inclining experiment?
Tan list = w x d/ W
They measure list by pendulam they know the w and d.hence W calculated.

They deduct the wts present on ship and get lightship disp.
Light displacement proof can be obtained from:
1) Trim and Stability booklet and endorsed by class.
2) Original builder's yard capacity plan
Question no 558.what is deadweight and light weight

Displacement
This is the equivalent mass of sea water (sg = 1.025)
displaced by the hull. It is therefore equal to the Total weight
of the vessel
Deadweight
Deadweight is the difference in tonnes (1000Kg) between the
displacement of a ship in water of specific gravity 1.025 at the
load waterline corresponding to the assigned summer
freeboard and the lightweight of the ship.
It includes bunkers and other supplies necessary for the vessel
to proceed on passage as well as cargo.
The Deadweight may be quoted at the design draught
although this would be specially denoted
Lightweight
Lightweight is the displacement of a ship in tonnes without
cargo, fuel, lubricating oil, ballast water, fresh water and
feedwater in tanks, consumable stores, and passengers and
crew and their effects.
Thus
DISPLACEMENT = DEADWEIGHT + LIGHTWEIGHT

Question no 559. What is MSC, what does it do

The Maritime Safety Committee (MSC) is the highest
technical body of the International Maritime Organization
(IMO). All Member States can sit on this committee.
The functions of the Maritime Safety Committee are to consider any matter within the IMO’s
scope that is concerned with:

• aids to navigation
• construction and equipment of vessels
 • manning from a safety standpoint
• rules for the prevention of collisions

• handling of dangerous cargoes

• maritime safety procedures and requirements

• hydrographic information

• log-books and navigational records

• marine casualty investigations

• salvage and rescue

• ships and port security

• piracy and any other matters directly affecting maritime

safety.
Several sub-committees report to the Maritime Safety Committee.
Next session of this committee
The next Session is the: 97th Session of the Maritime
Safety Committee (MSC 97).
Date: Monday 21 to Friday 25 November 2016
Location: IMO Headquarters, 4 Albert Embankment, London SE1 7SR
Previous session
At the end of each Maritime Safety Committee (MSC) meeting, a final report is prepared for
submission to the IMO Council.
The final report provides a record of the issues discussed and actions taken by the
Committee. Below is the report of the most recent MSC meeting.

Question no 560. Where are the IMO headquarters?

london
Question no 561. How will you go about doing a draft survey?

Forward mean = (F (p) + F(s)) / 2

Mid ships mean = (M(p) + M(s)) / 2
Aft mean =(A(p)+A(s))/2
Apparent trim = Forward mean- Aft mean
LBM=LBP-Fd(aft)-Ad(fwd)
Forward Corr’n = Apparent Trim x Fd/LBM
Midships corr’n = Apparent trim x Md/LBM
Aft corr’n = Apparent trim x Ad/LBM

Forward draft=Forward mean- Forward Corr’n {negative because mark is aft of perp dist}
Midship draft=Midship mean- Midship Corr’n{negative because mark is aft of midship)
Aft draft=Aft mean+ Aft Corr’n {positive because mark is forward of perp dist)
True trim= Aft draft- Forward draft
Layer correction = Trim x Distance of Lcf from amidships/LBP
True mean draught = Midship draft + the layer correction. Had the Lcf been forward of
amidships the correction would have been negative.
3/4 mean draught = {(6 x Midship draft) + Forward draft + Aft draft}/8

A)First trim correction = Trim (in centimetres) x Lcf x Tpc/LBP. If the Lcf is forward of
midship then negative and vice versa.

B)Second trim correction = Trim2 x 50 x (MCTC1~MCTC2)/LBP. This correction is

always positive. (dm~dz) is the rate of change of Mctc per unit of draught (1 metre). It is the
difference in Mctc for 50 cm above and below the mean draught.

C)Heel Correction (in tonnes) = 6 x (TPC(P) ~ TPC(S)) x (Draught(P)~ Draught(S)). This

correction is always positive.
D)Corrected displacement in salt water = Displacement for True mean draft- First trim
correction(because LCF is forward of midship) + Second trim correction(always positive)

E) True displacement =Displacement in salt water x Density of the dock water/Density used
to compile the ships tables

Question no 562. Construction of life raft, painter length. how many no of co2 bottles.
Basic Construction Details of Life Rafts:
• Life rafts normally come as partially or fully enclosed by a
canopy to protect the crew members from rough weather
and direct sun.
• The canopy of the raft is in highly visible orange colour

with reflective stripes.

• The rubber tubing of the raft is generally of double layer

type so that if one gets punctured, the other layer can

keep the raft afloat.
• The floor of the life raft is a water proof insulated so that

any water collected inside the raft can be easily removed.

• Pockets are also provided for carrying ballast water, which

helps the raft to be stable at rough seas so as to avoid

tipping over of the raft.
• Anchors are also provided for better stability of the raft.

• A boarding ramp or ladder is also fitted for easy boarding

of crew members even at rough waters.

• A bright illuminating light for easy location of the life raft.

It is generally fitted at the top of canopy.

• Outside lifelines and inside bracing ropes are present to

hold the raft.

• The raft consists of various ventilation, observation ports

and rain water collection ports for drinking purpose.

SOLAS Requirement for Life Raft:
• On every merchant vessel, annual servicing of life raft has
to be done by a specialised shore body and cannot be
opened by crew members onboard for inspection.
• The life raft must be capable of withstanding more then 30

days of sea exposure.

• A hydrostatic unit must be fitted for auto inflation of life

raft when the ship sinks.

• The container in which the raft is stored must be buoyant

in nature.
• It should be strong enough to withstand repeated jumps of

crew member from a height of 15 ft.

• A painter/rope line must be provided, whose length should

not be less than 50 feet, to open the raft from remote

 position.
• Highly visible canopy with sufficient headroom and rain

water collecting arrangement should be there.

• At least one observation port should be there and the

entrance should be of quick closing/opening type.

• Minimum two separate buoyant compartments along with

ballast ports to carry at least 220 litres of ballast water

should be there.
• The floor must be waterproof and have minimum one

boarding ladder.
• Survival pack as per SOLAS along with manually

operated lights needs to be provided.

• The raft must be easy to right in case it has been toppled

over by rough seas and lifelines must be present inside

and outside of the raft.
Question no 563. . What is carving and Marking note?
‘Carving & Marking Note’ will be issued after the name is
allotted by DGS. Name and port of Registry are to be painted
on the hull as per instructions on the back page of the Carving
& Marking Note. Official number and Net Tonnage are to be
engraved on a brass plate 30cm x 6 cm and placed
conspicuously at the wheel house. IMO number is to be
welded as per regulation 3(4) of Chapter XI-1, Special
Measures to enhance maritime safety of SOLAS 1974 as
amended. These markings are to be verified and endorsed, by
the Surveyor / Consular Officer duly authorised by the
Registrar, at the time of visit to issue ‘Certificate of Survey’
and ‘Provisional Certificate of Registry’.
Question no 564 Any new amendments is it updated in MS act how wil u know
Go to dg shipping site >act and rules>ms notices>downside u will find amendments
Question no 565.what's d proof owner has for supplementary fund..?
STOPIA and TOPIA
Question no 566: Action when vessel stranded on large rock, no water around
we will stop engine immediately after grounded. if there is
chance of danger for survival of crew then pan pan urgency
message or if it is safe on board then urgency message
security security on vhf to be broad casted. Inform owners
charters so that they will call salvage tug or dredger scouring
tug. Barge for lightering. If there may be tide rise .around the
area we may take chance to float. but the thing we have to
calculate how much is the lost buoyancy which will be tpc x
difference in draft at the point of contact. we will de-ballast
the water .it is better to keep suction water available to hull .so
for that we will de-ballast from sea side and let ground part
comes up and sea suction is available if little water available.
then we can go for other fwd part to de-ballast or transfer
.when there is neap tide chance of refloating is there. so far we
will use ground tackle. which will use two anchors by boat in
tandem with wire 5omm dia and will passed through heavy
gun tackle for advantage. Ground tackle will be best to drag
the ship towards sea rather than any other attempt.
Question no 567.Action if a crew member runs away with and sabotages OLB.
Inform owners.

Inform company. keep him isolated .Get his sign off .and send
statement to company and shipping master regarding this.
With mate and crew signature. If any person willfully destroys or mutilates or
renders illegible any entry in any official log book or willfully makes or procures to be made or assists
in making a false or fraudulent entry in or omissions from an official log book, he shall be liable to
imprisonment which may extend to one year.
Question no 568.you as an Ism auditor board a ship for inspection what all checks will you carry out

Auditor will go as per the checklist of company. Which shall

cover the scope of all shipboard operations .check last internal
and external audit reports. check last non conformity reports,
check the action taken by company and ship. do nav audit for
bridge. Check all sms checklist, documents, records, log
books, oil record books, and garbage record books for
compliance. Carry out audit briefing and debriefing with all
officer and crew
Question no 568. 15 years old ship, what checks will be carried out by psc inspector.
cracks, corrosion, deformation of deck and hull, and windlass foundation.
Question no 569. length of lifebuoy line?
At least one lifebuoy on each side of the ship shall be fitted
with a buoyant lifeline complying with the requirements of
paragraph 2.1.4 of the Code equal in length to not less than
twice the height at which it is stowed above the waterline in
the lightest seagoing condition, or 30 m, whichever is the
greater. Lightest seagoing condition is with 10 percent bunker
at even keel and no cargo
Question no 570. port of refuge what all entries in OLB
OLB entry with present FO figures required to be declared for GA

Details of any casualty to the vessel;

1. Date of incident.
2. Place of incident / Posn.
3. Description of incident.
4. Bunker fig during incident.
5. Port of refuge bound to.
6. Ch mate sign.
7. Master sign.
;
Question no 571:Requirement of water in life raft
Rain water collection device
Question no 572. where can you find out details of Anchor.
weight of anchor.
Arrangement of anchor handling (drawing)
Question no 573. C/O & C/ E are drunkard on board and due to their negligence vsl gets aground.
Is owner still applicable for insurance? Answer state with reasoning. State with insurance clause.
Owner is not responsible .he is having drug and alcohol policy.and in insurance he is
covered by act of negligence by master or crew. peril clause
Question no 574.Foam used in pump room fire fighting. Technicalities & details. How is it made?

Foam is made up of three ingredients - water, foam

concentrate and air. When mixed in the correct proportions,
these three ingredients form a homogeneous foam blanket.
Flouro protein 3 % is used as low expansion foam. it means
that for every 100 gallons of foam solution required, 3 gallons
of the foam concentrate must be used in the solution with the
balance being 97 gallons of water. Foam aerated to an
expansion ratio of between 12 to 1.
Question no 575.What are certificates & documents required as per ISPS?

ISSC,CSR,DOS, SSP, List of ten port of calls ,Ssas test report,

Security drill records , Security equipment calibration testing
records, internal audit and external audit reports
Question no 578. . Paris MOU what database they have
Inspection Database Search. The central information system
"THETIS" provides data on ships particulars and reports of
previous inspections carried out within the Paris MoU region.
The database is hosted by the European Maritime Safety
Agency (EMSA).
Question no 579. Pirate chasing your ship action .Distress
how will send and who will receive it and how signal will go
ssas >csp>asp>dg shipping security officer +company
security officer>so transport ministry>so of location
>coastguard
By vhf to coalition war ship ,send designated distress alert
through vhf/mf hf dsc> crs /rcc > coastguard or through sat
c>sat>csp>asp>ces>mrcc>rcc>coastguard
Question no 580.What are types of epirb. Why now a days
VHF epirb not using
Because can be used in sea area 1 only .vhf range.
Howeve,now we have cospar sarsat epirb for worldwide use
Question no 581.Iron ore loading precautions.. How will u determine loading rate and from what height u will
load

Iron ore are heavy material, round in shape. You will load as
low as possible to avoid any dents on tank top. Precaution is
that they should be trimmed as far as possible because they
are not loaded till hatch cover or coaming. Iron ore ships are
stiff shit as gm is high .Because again whole cargo remain at
the bottom. Max height they reach from tank top can be
approx 2 to 3 metres. Trimming is required because; as the
cargo is nearly round shape they are most likely to shift
during violent rolling. Though changes are very less of
shifting, because it does not have much height from tank top.
Irons loading ensure load density not overshooting. Stowage
factor of cargo. Initial loading is at a low rate to reduce impact
on the tank top and later slowly rate is increased. On bulky
generally loading rate depends on your de-ballasting pumping
capacity and shore conveyor system. Moisture to be
controlled, avoid loading during rain, should not be carried
beyond TML, do a can test for that. Vessel will behave very
stiff, due to high GM; max height load density will give you
Max weight that can be loaded in a hatch use stowage factor
and volume to get the max height
Question no 582. Towing wire maintenance. As per what regulation. Towing booklet is it type approved

As per msc1/circ 1255.The towing procedures should be maintained on board the ship for ready use by the
ship’s crew in preparing their ship for towage in an emergency. Towing booklet should be ship specific not
required to be approved.
Question no 583.container upto what height u can load and as per what
Imo visibility criteria
Question no 584. Lashing material is approved type how will you know
As per cargo securing manual and certificate .serial no will be given on lashing material
Question no 585. As per which convention ship is carrying container
International Convention for Safe Containers (CSC)
Question no 586.LRIT distress sending procedure as per
which regulations
The obligations of ships to transmit LRIT information and the
rights and obligations of SOLAS Contracting Governments
and of Search and rescue services to receive LRIT information
are established in regulation V/19-1 of the 1974 SOLAS
Convention.
Question no 587.Vsl in narrow channel.Vsl ahead of u grounded. How will u stop ur Vsl ?
Mainly - rudder cycling, Emg.anchor stations, Engines full astern
Question no 588.When u will give Abandon ship signal? How?
Mainly don't forget to start with THIS IS YOUR CAPTAIN..
Question no 589. If official log book finishes on board? Where u will make entry ?
(Before finishing u will take photo copies)
Question no 590.vsl aground on rocks, island nearby how 2 safely evacuate crew.

breechy buoy

Question no 591. How will u change anchor swivel onboard

Question no 592.international code of signals.flags for distress

Question no 593. What speed for Winching operations.what precautions?

Question no 594. how will name be allotted during registration of ship.
Question no 595.what are direct expenses in time charter

Question no 596. What is the procedure for annual

audits of DOC?
Question no 597. Fixed fire fighting on tankers and propellant?
Low expansion foam & Foam propellant air
Question no 598. Fixed fire fighting on lng tankers and propellant?
DCP propellant Nitrogen
Question no 599.Psc coming onboard wants to carry expanded inspection on ur bulk carrier
what will they check
Cracks and damage as per him that is most important for bulk carrier
Question no 600. How will u load test crane of 25 tonnes
Question no 601.How will u beach a life boat ?
Basically Iamsar Table landing signals
Question no 602.How will u mark deckline
In line with uppermost continuous deck
Question no 603.Ur master had rubbed your ship hard stbd side and u ask cadet to check
stbd load line .He comes back saying the marking are all erased also welding is rubbed so
how will u Mark load line
refer to load line certificate and Centre of floatation.
Question no 604. As per Load line classification of ships
Type A ,Type, B-60, Type B-100
Question no 605.Windlass damage repairs whom to claim?
H&m
Question no 606.Accident investigation mandatory as per
what
As per ism -Reports and Analysis of Non-Conformities,
Accidents and Hazardous occurances. Ism code mandates the
master to report such accidents. Investigation codes mandate
the flag and companies to investigate
Question no 607: Pump room blower capacity?
Cargo pump rooms and pump rooms having a similar hazard
shall be mechanically ventilated and discharges from the
exhaust fans shall be led to a safe place on the open deck. The
ventilation of these rooms shall have sufficient capacity to
minimize the possibility of accumulation of flammable
vapours. The number of changes of air shall be at least 20 per
hour, based upon the gross volume of the space. The air ducts
shall be arranged so that all of the space is effectively
ventilated. The ventilation system shall be of the exhaust type.
Question no 608. Lights for sailing vessel; propelled by
machinery length 150 mtr and day signal.
Same as a power driven vessel – fwd and aft masthead light,
side lights and stern light, NO day Signal.
Question no 609. A vessel 10 Deg abaft your starboard beam
Crossing situation you are give way vessel.

Question no 610. A vessel was overtaking from stbd quarter

(Clear Overtaking), suddenly she starts falling back.whose
responsibility.
My responsibility as i am now overtaking to her. I am
COMING UP” FROM an angle more than two points.
Question no 611.In narrow channel overtaking enough width
available in the cannel. Does the overtaking vessel have to
sound some signals. if yes what and if no why ?
Since it is wide enough, no sound signal since no action
required for overtaking by the vessel being overtaken. Gave
reference of rule no. 34 and rule 9.
Question no 612.Two white lights. What all Possibilities.
a) Power driven vessel probably more than 50 m, out of the
range of sidelight seen end on.
b) Towing vessel less than 50 m, length of tow less than 200
mtr seen end on out of the range of sidelight.
c) Anchored vessel more than 50 mtr probably less than 100
mtr
Question no 613. Fixed fire fighting System on Passenger
Ship..
Automatic Sprinkler or Water Mist, dry and wet pipe system..
with details for operation as mentioned in Nitin Mahajan Page
No – 142 and 143.

Question no 614. Fixed fire fighting System on Chemical

tankers and Requirement.
Fixed foam Installation and Foam Monitors,, with block
diagram he wanted. and he was not interested in the discharge
rate n all… he actually wanted to hear the system how does it
works and that’s it. and also he asked me about mechanical
and chemical form.

Question no 615. Fixed fire fighting system on Gas Tankers.

Fire hydrants, Dry Chemical Powder, Deck Spray P/P.. No
technical details he just told me to explain DCP system that
how does it work.

Question no 616. Few Fire Control Plan and LSA symbols –

To Draw..
As per IMO resolution A. 654 and 760 and also we have a
LSA/FFA IMO chart on board..

Question no 617. Gas Tanker discharging… Low Pr alarm not

monitored, tank went to low pr during discharging and P/P
tripped due to tank Pr low.. what will you do as a MASTER if
Chief Officer Calls you.
Shut all filling Valves and Manifold, open the Cargo Inlet to
heater and drain the remaining cargo in line to the cargo
heater and send the produced vapors to the Cargo tank via
Vapor line.. once the tank have some pressure then use Cargo
Compressor to push the remaining cargo in line to the heater
as the flow of cargo will gradually reduce so the push from
condensate will also help. He asked me why will you tell him
you are the MASTER. I told him that if I will do everything
that the Chief Officers confidence will not develop.. so I will
tell him to do and I Will monitor. Once the tank have some
pressure I will resume discharge maintain tank pressure using
Cargo heater…

Question no 618. Iron Ore loading precautions.

Gave general discretion on TML, Flow state, Load Density,
Cargo Shifting, Ventilation during voyage (Hot to cold
ventilate hold, cold to hot do not ventilate ), draft restrictions
for next port if any, sealing of hatch covers with ramneek tape
and keeping vent flats etc shut and tight, cleats tight
(Basically precautions for ingress of shipping seas). crew
should wear appropriate PPE during loading as loading of iron
ore will produce lots of dust.
Question no 619. What precautions should be taken on LNG
during voyage..
Vapor pressure control as they use produced cargo vapours as
fuel in engine.
Question no 620. Your vessel aground at Malacca straits, what
message you will transmit to other ships on VHF and on what
channel..
Security Security Security… on VHF 16.. he asked y y y on
16 its distress channel .. I said sir its for distress, urgency and
safety… he said what bull shit… I smiled and said sir its all
all.. he said hooo.
Question no 621. Work rest hours as per MLC and ILO and
what do you follow on you ships.
I said we follow rest hours.. then explained how it is
calculated on 24 hour prior. He said what will you do if there
is violation.. I said on my ship there will be no violation as I
plan all my possible operations on pro data basis and I train
my crew to fill rest hours for next day to determine any
suspected violation..
He said still violated then.. I said will give compensatory rest
and later on will reassess how it happened when I did
planning.. and also stated that I will call the departmental head
and will impart him extra training on managing rest hours by
proper planning…
Question no 622. What international convention mandates casualty investigation?
Under SOLAS regulation I/21 and MARPOL articles 8 and 12, each Administration
undertakes to conduct an investigation into any casualty occurring to ships under its flag
subject to those conventions and to supply the Organization with pertinent information
concerning the findings of such investigations. Article 23 of the Load Lines Convention also
Relevant amendments to SOLAS
requires the investigation of casualties.​
Chapter XI-1 were also adopted, to make parts I and II of the
Code mandatory. Part III of the Code contains related
guidance and explanatory material
Under the United Nations Convention on the Law of the Sea (UNCLOS), article 94 on Duties
of the flag State, paragraph 7, “Each State shall cause an inquiry to be held by or before a
suitably qualified person or persons into every marine casualty or incident of navigation on
the high seas involving a ship flying its flag and causing loss of life or serious injury to
nationals of another State or serious damage to ships or installations of another State or to the
marine environment. The flag State and the other State shall co-operate in the conduct of any
inquiry held by that other State into any such marine casualty or incident of navigation.”

Question no 623.Types of fire doors

A or B Class rating
Question no 624.You are anchoring your vessel, given astern movement to lay out your
chain, and C/O reports chain running out cant stop it, Action?
drop another anchor
Question no 625.what is the requirement of CO2 for a paint locker?
SOLAS Chapter 11-2, Reg. 18.7." This interpretation covers fire extinguishing arrangements
for paint lockers as follows:"(1) Paint lockers and flammable liquid lockers of deck areas 4
m2 and more shall be provided with a fire extinguishing system enabling the crew to
extinguish a fire without entering the space. Fixed arrangements as specified below may be
provided.C02 systems designed for 40 percent of the gross volume of the space.Dry powder
systems designed for at least 0.5 kg powder/m3.Water spraying systems designed for 5 L/m2,
min.(2)Water spraying systems may be connected to the ship's main system.(3) Other systems
than those mentioned above may be accepted.(4) For lockers of deck areas less than 4 mi2,
CO2 or dry powder fire extinguishers may be accepted."The IACS has submitted this
interpretation with an additional paragraph statingthe following:"Portable fire extinguishing
equipment stowed near the entrance may be accepted for paint lockers of deck area less than
10 m2 (108 Ft 2) Located 3outside the main superstructure block and having no contiguous
boundary with accommodation machinery spaces of Category A, or gas danger spaces.
Question no 626.what are the contents of P and A manual.
1. ​Main features of MARPOL 73/78 Annex II
2. ​Description of the ship’s equipment and arrangements
3. ​Cargo unloading procedures and tank stripping
4. ​Procedures relating to the cleaning of cargo tanks, the discharge of residues,
ballasting and de-ballasting
5. ​Information and Procedures
Addenda
Addendum A: ​Flow diagram
Addendum B: ​Pre-wash procedures
Addendum C: ​Ventilation procedures
Addendum D: ​Additional information and operational instructions when ​
required or accepted by the Administration

Question no 627.what are the contents of Oil Record Part I and Part II

LIST OF ITEMS TO BE RECORDED

PART I - Machinery Space Operations
(A) BALLASTING OR CLEANING OF OIL FUEL TANKS
(B) DISCHARGE OF DIRTY BALLAST OR CLEANING
WATER FROM OIL FUEL TANKS
(C) COLLECTION, TRANSFER AND DISPOSAL OF OIL
RESIDUES (SLUDGE AND OTHER OIL RESIDUES)
(D) NON-AUTOMATIC STARTING OF DISCHARGE
OVERBOARD, TRANSFER OR DISPOSAL OTHERWISE
OF BILGE WATER WHICH HAS ACCUMULATED IN
MACHINERY SPACES
(E) AUTOMATIC STARTING OF DISCHARGE
OVERBOARD, TRANSFER OR DISPOSAL OTHERWISE
OF BILGE WATER WHICH HAS ACCUMULATED IN
MACHINERY SPACES
(F) CONDITION OF THE OIL FILTERING EQUIPMENT
(G) ACCIDENTAL OR OTHER EXCEPTIONAL
DISCHARGES OF OIL
(H) BUNKERING OF FUEL OR BULK LUBRICATING
OIL
(I) ADDITIONAL OPERATIONAL PROCEDURES AND
GENERAL REMARKS
LIST OF ITEMS TO BE RECORDED
PART II – Cargo / Ballast Operations
(A) LOADING OF OIL CARGO
(B) INTERNAL TRANSFER OF OIL CARGO DURING
VOYAGE
(C) UNLOADING OF OIL CARGO
(D) CRUDE OIL WASHING (COW TANKERS ONLY)
(E) BALLASTING OF CARGO TANKS
(F) BALLASTING OF DEDICATED CLEAN BALLAST
TANKS (CBT TANKERS ONLY)
(G) CLEANING OF CARGO TANKS
(H) DISCHARGE OF DIRTY BALLAST
(I) DISCHARGE OF WATER FROM SLOP TANKS INTO
THE SEA
(J) DISPOSAL OF RESIDUES AND OILY MIXTURES
NOT OTHERWISE DEALT WITH
(K) DISCHARGE OF CLEAN BALLAST CONTAINED IN
CARGO TANKS
(L) DISCHARGE OF BALLAST FROM DEDICATED
CLEAN BALLAST TANKS (CBT TANKERS ONLY)
(M) CONDITION OF OIL DISCHARGE MONITORING
AND CONTROL SYSTEM
(N) ACCIDENTAL OR OTHER EXCEPTIONAL
DISCHARGES OF OIL
(O) ADDITIONAL OPERATIONAL PROCEDURES AND
GENERAL REMARKS
ADDITIONAL CODES FOR TANKERS ENGAGED IN
SPECIFIC TRADES
(P) LOADING OF BALLAST WATER
(Q) REALLOCATION OF BALLAST WATER WITHIN
THE SHIP
(R) BALLAST WATER DISCHARGE TO RECEPTION
FACILITY
Question no 628. What are the contents of IOPP Certificate
including Form A & B

certificate Contents
1) Government which endorses the certificate
2) On Behalf of the Govt - Class
3) Particulars of Ship-Name, Official no/callasign, POR, GT, DWT, IMO no
4) Type of Ship
5) Place and date of issue
6) Validity
7) Endorsements sections for Annual / Intermediate surveys
Endorsement section - To extend Validity if the certificate is valid for less than 5 years ( Reg 10.3)
9) Endorsement section - where renewal survey has been carried out and new certificate cannot be
placed on board
10) Endorsement for period for grace
11) Endorsement for advancement of anniversary date
Form A - Record of const and equip for ships other than oil tankers(400 gt and above)
1) Notes in table
2) Particulars of Ship-Name, Official no/call sign, POR, GT, DWT, IMO no, Carrying capacity,
Length, date of build, date of building contract, keel laid date, date of delivery, major conversion,
conversion contract date, date of commenced and completed conversion contract,
3) Type of ship
4) Equipment for the control of oil discharge from machinery space bilge and oil fuel tanks,Type of
oil filtering equipment and oil content meter.
5) Means of retention and disposal of oily residues and bilge water. Holding tank capacity for
retention on board oily bilge water
6) Standard discharge connection
7) Sopep/ Smpep
8) Exemptions
9) Equivalents
10)Date and place of issue and issuing authority

Form B - Record of const and equip for oil tankers(150 GT & Above)
1) Notes in table
2) Particulars of Ship-Name, Official no/call sign, POR, GT, DWT, IMO no, Carrying capacity,
Length, date of build, date of building contract, keel laid date, date of delivery, major conversion,
conversion contract date, date of commenced and completed conversion contract,
3) Type of ship
4) Equipment for the control of oil discharge from machinery space bilge and oil fuel tanks, Type of
oil filtering equipment and oil content meter
5) Means of retention and disposal of oily residues and bilge water .Holding tank capacity for
retention on board oily bilge water
6) Standard discharge connection
7) SBT & CBT,COW, subdivision and stability, double hull construction,
8) Retention of oil onboard-oil content meter, slop tank capacity, oil/water interface detector
9) Pumping, piping and discharge arrangement
10) Sopep/ smpep
11) Sts operation
12) Exemptions
13) Equivalents
14) Date and place of issue and issuing authority
Question no 629.What are the contents of ISPP certificate including report of survey.
ISPP certificate Contents
1) Government which endorses the certificate
2) On Behalf of the Govt - Class
3) Particulars of Ship-name, call sign/official no, GT, POR ,no of person certify to carry, imo no
4)New /existing ships
5)keel date or date of conversion/modification
6) description and manufacture of Sewage treatment plant / holding tank / comminuter plus capacities
/discharge pipeline for shore reception
7) Place and date of issue
8) Validity
9) Endorsement section - To extend Validity if the certificate is valid for less than 5 years ( Reg 10.3)
10) Endorsement section - where renewal survey has been carried out and new certificate cannot be
placed on board
11) Endorsement for period for grace
Report of survey concerning ISPP certificate (record of construction and equipment for retention,
treatment and discharge of sewage
1) Sewage treatment plant-manufacture, make, model, capacity, through put, certificate number of
equipment, approval date.
2) Sewage pump-manufacture, make, model, capacity, prime mover
3) Air compressor-manufacture, make, model, capacity, prime mover
4) Equipment fitted with communite and disinfectant sewage at sea more than 3 nm from land with
approval details
5) Equipment fitted with sewage holding tank and permitted to discharge sewage en route more then
12 nm from land with tank capacity, rate of discharge, tank level indication.
6) Fitted with pipe line for shore reception
7) Gas venting to funnel deck
8) issue date and place and authority
Question no 630.what are the contents of IAPP certificate including its supplement
•Government which endorses the certificate
1) On Behalf of the Govt - Class
2) Particulars of Ship –name,call sign / official no, POR, GT, IMO no, type of ship
3) Place and date of issue
4) Validity
5) Endorsements sections for Annual / Intermediate surveys
6) Annual / Intermediate survey - in accordance with Reg 9.8.3 - Incase done before specified period
7) Endorsement section - To extend Validity if the certificate is valid for less than 5 years ( Reg 9.3)
8) Endorsement section - where renewal survey has been carried out and new certificate cannot be
placed on board
9) Endorsement for period for grace
10) Endorsement for advancement of anniversary date
Supplement to IAPP - Record of const and equip
1) Notes in tables
2) Particulars of ship
3) Control of emission from ships
4) Ozone Depleting substances
Installations containing ODS other than Hydro CFC – Prohibited on ships constructed on or after 19
May 2005
Installations containing Hydro CFC - prohibitedon ships constructed on or after 1 Jan 2020
5) NOx –TIER- I,TIER- II,TIER-III,
6) SOx – Limits in ECA and non Eca area
7) VOCs –VOC plan approved in working language on crude oil tanker.
8) Ships incinerator
9) Equivalents ( Ship is allowed to use other fittings/ material/alternate fuels etc)
10) Date / Place/ Signature /Stamp and Seal.
Question no 631.What are contents of marpol 73/78
International convention for the prevention of pollution
from ships,1973
Protocol of 1978 relating to the international convention
for prevention of pollution from ships 1973
Protocol I:provisions concerning reports on incidents
involving harmful substances
Protocol II: Arbitration
Protocol of 1977 to amend the internation convention for
the prevention of pollution from ships,1973, as modified
by the protocol of 1978 relating thereto
Marpol annex I- regulation for the prevention of pollution
by oil
Reg 7-issue or endorsement of certififcate
Reg 8-issue or endorsement of certificate by another
contracting government
Reg 11-port state control on operational requirements
Reg 15-control of discharge of oil ?(from machinery spaces)
Reg 17-oil record book part I
Reg 24 – damage assumptions
Reg 27 intact stability
Reg 28- subdivision and damage stability
Reg 31 ODCMS
Reg 33 COW requirements
Reg 34 control of discharge of oil (from cargo spaces)
Reg 35-COW operations
Reg-36-oil record book part II
Reg 37-sopep
Reg 41 general rules on safety and environmental protection
(sts operation)
Reg 42 notification (sts operation)
Reg 43 special requirement for use of oil in antartic area
Appendex to annex I
Marpol annex II- regulation for the prevention of
pollution by harmful substances carried by sea in
packaged form
Reg 9-issue or endorsement of certificate
Reg 13-control of discharge of residues of noxious liquid
substances
Reg 14 procedure and arrangement manual
Reg 15 cargo record book
Reg 16 measures of control by port state control
Reg 17 smpep
Apendices to annex II

Marpol annex III- regulation for the pollution by harmful

substances carried by sea in packaged form
Marpol annex IV- regulation for the prevention of
pollution by sewage from ships
Reg 5-issue or endorsement of certificate
Reg 6-issue or endorsement of certificate by another
contracting government
Reg 11 discharge criteria
Reg 13 port state contol on operational requirements

Marpol annex V- regulation for the prevention of pollution

by garbage from ships.
Reg 3 disposal of garbage outside special area
Reg 5 disposal of garbage within special area
Reg 8 port state control on operational requirements
Reg 9 Placards, garbage management plan and garbage record
keeping
Appendix to annex V
Marpol annex VI- regulation for the prevention of air
pollution from ships.
Reg 6 issue of a certificate
Reg 7 issue of certificate by another contracting party
Reg 10 port state control on operational requirements
Reg 12 ozone depleting substances
Reg 13 nitrogen oxides (NOX)
Reg 14 sulphur dioxides (SOX)
Reg 15 volatile organic compounds (VOCS)
Reg 16 shipboard incinerator
Reg 18 fuel oil availability and quality
Reg 20 Attained energy efficiency design index (EEDI)
Reg 21 Required EEDI
Reg 25 verification of compliance
Appendix to annex VI

Question no 632. What are the important content of Solas 74.

Articles of the International Convention for the Safety of Life at Sea, 1974
Protocol of 1988 relating to the International Convention for the Safety of Life at Sea,
1974
Chapter I General provisions
Reg 12 Issue or endorsement of certificates
Reg 13 Issue or endorsement of certificates by another Government
Reg 19 Control
Reg 21 Casualties
Chapter II-1 Construction - Structure, subdivision and stability, machinery and
electrical installations
Reg 3-4 Emergency towing arrangements and procedures
Reg 3-8 Towing and mooring equipment
Reg 5 Intact stability
Reg 6 Required subdivision index R
Reg 7 Attained subdivision index A
Reg 19 damage control information
Reg 28 Means of going astern
Reg 29 Steering gear
Chapter II-2
Construction - Fire protection, fire detection and fire extinction
Reg 13 Means of escape
Reg 14 Operational readiness and maintenance
Reg 15 Instructions, on-board training and drills
Reg 18 Helicopter facilities
Reg 19 Carriage of dangerous goods
Chapter III
Life-saving appliances and arrangements
Reg 8 Muster list and emergency instructions
Reg 9 Operating instructions
Reg18 Line-throwing appliances
Reg 19 Emergency training and drills
Reg 20 Operational readiness, maintenance and inspections
SECTION II - PASSENGER SHIPS (additional requirements)
Reg 29 Decision support system for masters of passenger ships
Reg 30 Drills
SECTION V - MISCELLANEOUS
Reg 35 Training manual and on-board training aids
Reg 36 Instructions for on-board maintenance
Reg 37 Muster list and emergency instructions
Chapter IV Radiocommunications
Reg 4 Functional requirements
Reg 12 Watches
Reg 13 Sources of energy
Reg 15 Maintenance requirements
Reg 16 Radio personnel
Reg 17 Radio records
Reg 18 Position-updating
Chapter V Safety of navigation
Reg 4 Navigational warnings
Reg 5 Meteorological services and warnings
Reg 6 Ice Patrol Service
Reg 7 Search and rescue services
Reg 8 Life-saving signals
Reg 9 Hydrographic services
Reg 10 Ships’ routeing
Reg 11 Ship reporting systems
Reg 12 Vessel traffic services
Reg 14 Ships’ manning
Reg 16 Maintenance of equipment
Reg 19 Carriage requirements for shipborne navigational systems and equipment
Reg 19-1 Long-range identification and tracking of ships
Reg 20 Voyage data recorders
Reg 21 International Code of Signals and IAMSAR Manual
Reg 22 Navigation bridge visibility
Reg 23 Pilot transfer arrangements
Reg 24 Use of heading and/or track control systems
Reg 25 Operation of steering gear
Reg 26 Steering gear: testing and drills
Reg 27 Nautical charts and nautical publications
Reg 28 Records of navigational activities and daily reporting
Reg 29 Life-saving signals to be used by ships, aircraft or persons in distress
Reg 30 Operational limitations
Reg 31 Danger messages
Reg 32 Information required in danger messagers
Reg 33 Distress situations: obligations and procedures
Reg 34 Safe navigation and avoidance of dangerous situations
Reg 34-1 Master’s discretion
Reg 35 Misuse of distress signals
Chapter VI Carriage of cargoes and oil fuels
Reg 1-2 Requirements for the carriage of solid cargoes other than grain
Reg 2 Cargo information
Reg 5-1 Material safety data sheets
Part B - Special provisions for bulk cargoes other than grain
Reg 7 Loading, unloading and stowage of solid bulk cargoes
Part C - Carriage of grain
Reg 9 Requirements for cargo ships carrying grain
Chapter VII Carriage of dangerous goods*
Part A - Carriage of dangerous goods in packaged form
Reg 3 Requirements for the carriage of dangerous goods
Reg 4 Documents
Reg 5 Cargo Securing Manual
Reg 6 Reporting of incidents involving dangerous goods
Part A-1 - Carriage of dangerous goods in solid form in bulk
Reg 7-2 Documents
Reg 7-3 Stowage and segregation requirements
Reg 7-4 Reporting of incidents involving dangerous goods
Reg 7-5 Requirements for the carriage of dangerous goods in solid form in bulk
Part B - Construction and equipment of ships carrying dangerous liquid chemicals in bulk
Reg 10 Requirements for chemical tankers
Part C - Construction and equipment of ships carrying liquefied gases in bulk
Reg 13 Requirements for gas carriers
Reg 16 Requirements for ships carrying INF cargo
Chapter VIII Nuclear ships
Chapter IX Management for the safe operation of ships
Reg 1 Definitions
Reg 2 Application
Reg 3 Safety management requirements
Reg 4 Certification
Reg 5 Maintenance of conditions
Reg 6 Verification and control
Chapter X Safety measures for high-speed craft
Chapter XI-1Special measures to enhance maritime safety
Reg 3 Ship identification number
Reg 3-1 Company and registered owner identification number
Reg 4 Port State control on operational requirements
Reg 5 Continuous Synopsis Record
Reg 6 Additional requirements for the investigation of marine casualties and incidents
Chapter XI-2 Special measures to enhance maritime security
Reg 6 Ship security alert system
Reg 9 Control and compliance measures
Reg 10 Requirements for port facilities
Chapter XII Additional safety measures for bulk carriers
Reg 4 Damage stability requirements applicable to bulk carriers
Reg 5 Structural strength of bulk carriers
Reg 6 Structural and other requirements for bulk carriers
Reg 10 Solid bulk cargo density declaration
Reg 11 Loading instrument
Reg 12 Hold, ballast and dry space water ingress alarms
Reg 13 Availability of pumping systems
Reg 14 Restrictions from sailing with any hold empty
ST
Chapter XIII : Verification of compliance. MSC 366(93) in force on 1 Jan 2016

Reg 3 verification of compliance

Chapter XIV: Safety measures for ships operating in polar water. MSC 386(94) in force
st
on 1 Jan 2017
Reg 3 requirement for ships to which this chapter applies
Reg 4 alternative design and arrangement
Question no 633. List the important resolution numbers.
A.601(15) PROVISION AND DISPLAY OF MANOEUVERING INFORMATION ON BOARD SHIPS
A.741(18) INTERNATIONAL MANAGEMENT CODE FOR SAFE OPERATION OF SHIPS AND FOR
POLLUTION PREVENTION
A.789(19) SPECIFICATIONS ON THE SURVEY AND CERTIFICATION FUNCTIONS OF RECOGNIZED
ORGANIZATIONS ACTING ON BEHALF OF THE ADMINISTRATION
A.800(19) REVISED GUIDELINES FOR APPROVAL OF SPRINKLER SYSTEMS EQUIVALENT TO
THAT REFERRED TO IN SOLAS REGULATION II-2/12
A.814(19) GUIDELINES FOR THE AVOIDANCE OF FALSE DISTRESS ALERTS
A.851(20) GENERAL PRINCIPLES FOR SHIP REPORTING SYSTEMS AND SHIP REPORTING
REQUIREMENTS, INCLUDING GUIDELINES FOR REPORTING INCIDENTS INVOLVING
DANGEROUS GOODS, HARMFUL SUBSTANCES AND/OR MARINE POLLUTANTS
A.871(20) GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE SUCCESSFUL
RESOLUTION OF STOWAWAY CASES
A.883(21) GLOBAL AND UNIFORM IMPLEMENTATION OF THE HARMONIZED SYSTEM OF
SURVEY AND CERTIFICATION (HSSC)
A.948(23) REVISED SURVEY GUIDELINES UNDER THE HARMONIZED SYSTEM OF SURVEY AND
CERTIFICATION
A.949(23) GUIDELINES ON PLACES OF REFUGE FOR SHIPS IN NEED OF ASSISTANCE
A.950(23) MARITIME ASSISTANCE SERVICES (MAS)
A.1022(26) GUIDELINES ON THE IMPLEMENTATION OF THE INTERNATIONAL SAFETY
MANAGEMENT (ISM) CODE BY ADMINISTRATIONS{REPLACED BY
A.1071(28))A.788(19)REPLACED BY A.913(22) >A.1022(26)
A.1024(26) GUIDELINES FOR SHIPS OPERATING IN POLAR WATERS
A.1045(27) PILOT TRANSFER ARRANGEMENTS
A.1047(27) PRINCIPLES OF MINIMUM SAFE MANNING
A.1049(27) INTERNATIONAL CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING
SURVEYS OF BULK CARRIERS AND OIL TANKERS, 2011 (2011 ESP CODE)
A.1052(27) PROCEDURES FOR PORT STATE CONTROL, 2011{REVOKED TO A.787(19) &A.882(21)}
A.1055(27) ISSUE OF BUNKERS CERTIFICATES TO SHIPS THAT ARE ALSO REQUIRED TO HOLD A
CLC CERTIFICATE
A.1067(28) FRAMEWORK AND PROCEDURES FOR THE IMO MEMBER STATE AUDIT SCHEME
A.1071(28) REVISEDGUIDELINES ON THE IMPLEMENTATION OF THE INTERNATIONAL
SAFETY MANAGEMENT (ISM) CODE BY ADMINISTRATIONS
A.1072(28) REVISED GUIDELINES FOR A STRUCTURE OF AN INTEGRATED SYSTEM OF
CONTINGENCY PLANNING FOR SHIPBOARD EMERGENCIES
MSC.137(76) STANDARDS FOR SHIP MANOEUVRABILITY
MSC.255(84) ADOPTION OF THE CODE OF THE INTERNATIONAL STANDARDS AND
RECOMMENDED PRACTICES FOR A SAFETY INVESTIGATION INTO A MARINE CASUALTY OR
MARINE INCIDENT (CASUALTY INVESTIGATION CODE)
MSC.324(89) IMPLEMENTATION OF BEST MANAGEMENT PRACTICE GUIDANCE
MSC 353(92) LATEST AMENDMENT TO ISM CODE
MSC.1/Circ 1059 PROCEDURES CONCERNING OBSERVED ISM CODE MOJAR NON CONFIRMITIES
MSC.1/Circ.1228 REVISED GUIDLINES FOR MASTER FOR AVOIDING DANGERIOUS SITUATION IN
ADVERSE WEATHER AND SEA CONDITIONS
MSC.1/Circ.1245 GUIDELINES FOR DAMAGE CONTROL PLANS AND INFORMATION TO THE
MASTER
MSC.1/Circ.1312 REVISED GUIDELINES FOR THE PERFORMANCE AND TESTING CRITERIA, AND
SURVEYS OF FOAM CONCENTRATES FOR FIXED FIRE-EXTINGUISHING SYSTEMS
MSC.1/Circ.1392 GUIDELINES FOR EVALUATION AND REPLACEMENT OF LIFEBOAT RELEASE
AND RETRIEVAL SYSTEMS
MSC.1/Circ.1461 GUIDELINES FOR VERIFICATION OF DAMAGE STABILITY REQUIREMENTS FOR
TANKERS
MSC .1/Circ.1506 PIRACY AND ARMED ROBBERY AGAINST SHIPS IN WATERS OFF THE COAST OF
SOMALIA FAL.11(37) REVISED GUIDELINES ON THE PREVENTION OF ACCESS BY STOWAWAYS
AND THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE SUCCESSFUL RESOLUTION OF
STOWAWAY CASES

Question no 634 What are the important sections of MSA 1958

22. Obligation to register
24. Registrars of Indian ships
101. Form and contents of the agreement
125. Master to deliver account of wages
152. Master to take charge of the effects of deceased seamen
153. Dealing with and account of property of seamen who die during voyage
154. Master to pay and deliver property of deceased semen
156. Dealing with property of deceased seamen
157. Recovery of wages, etc. of seamen lost with their ship
168. Ship to have sufficient provisions and water
169. Allowances for short or bad provisions
170. Foreign going Indian ship to carry duly certificated cook
175. Accommodation for seamen
177. Inspection by masters of provision, water and accommodation at sea
178. Meaning of serving seaman
190. Misconduct endangering life or ship
196. Entry of offences in official logs
198. Entries and certificates of desertion abroad
208. On change of master, documents to be handed over to successor
212. Official logs to be kept and to be dated
213. Entries in official log books how and when to be made
214. Entries required to be made in official logs
215. Offences in respect of Official logs
216. Delivery of official logs to shipping masters
217. Official logs to be sent to shipping master in case of transfer of ship or loss
348. Duty of master of ship to assist in case of collision
349. Collision to be entered in official log
350. Report to Central Government of accidents to ships
358. Shipping casualties and report thereof
359. Report of shipping casualties to Central Government
360. Application to court for formal investigation
361. Court empowered to make formal investigation
362. Power of court of investigation to inquire into charges against masters, mates and
engineers
363. Power of Central Government to direct inquiry into charges of incompetence or
misconduct
364. Opportunity to be given to person to make defence
365. Power of court as to evidence and regulation of proceedings
366. Assessors
372. Power of court to remove master and appoint new master
391. Receivers of wreck
392. Duty of receiver where vessel is in distress
402. Salvage payable for saving life, cargo or wreck

Question no 635.Name some important Articles of UNCLOS

Article 24. Duties of the coastal State
Article 27. Criminal jurisdiction on board a foreign ship
Article 28. Civil jurisdiction in relation to foreign ships
Article 38. Right of transit passage
Article 45. Innocent passage
Article 52. Right of innocent passage
Article 56. Rights, jurisdiction and duties of the coastal State in the exclusive economic zone
Article 58. Rights and duties of other States in the exclusive economic zone
Article 90. Right of navigation
Article 91. Nationality of ships
Article 94. Duties of the flag State
Article 97. Penal jurisdiction in matters of collision or any other incident of navigation
Article 98. Duty to render assistance. .
Article 101. Definition of piracy
Article 111. Right of hot pursuit
Article 116. Right to fish on the high seas
Question no 636. Give the details of number of LSA requirement on passenger ship and
cargo ship.
For Passenger ship
Case 1- 50% life boat +50%lifeboat+25%life raft .total 125 % capacity for international
voyage
Case 2-30% life boat +30% life boat + life raft total 100 % + 25 % add life raft total 125 %
for short international voyage passenger ships
Case3- Administration case 37.5 % life boats + 37.5 % life boats % + 25 % add life rafts +
add 25 % life raft total capacity 125 % . Launching device on each side for life raft
Life boat can be accepted rescue boat provided launching and recovery arrangements also
comply requirement of rescue boat for both passenger ship as well as cargo ship
For passenger ship of 500 gt and over at least 1 rescue boat on each side
For passenger ship less than 500 gt, at least 1 rescue boat
Rescue boat capacity is 5 person plus one person on stretcher on each side
Launching device on each side for life raft
For ro ro passenger ship, at least one of rescue boat should be fast rescue boat

1) LTA- 4 no’s
2) Life buoy-< 60-8 no’s, b/w 60 to 120-12 no’s, b/w 120 to 180 -18 no’s,b/w 180 to 240-24
nos >240-30 no’s
At least 1 buoy at each side will be provided with a floating cable
– At least half of the buoys will be provided with lights with automatic ignition. not less than
two of these shall also be provided with lifebuoy self-activating smoke signals capable of
quick release from the navigation bridge
3) Life jacket-for every person onboard + 5 % for total person on board+10% of number of
passengers for children L/J
For < 24 hrs voyage, 2.5% of no of passenger for infant L/J
For >=24 hrs voyage, Infant L/J for every infant onboard
Sufficient L/J for watch persons on bridge, ECR and other watch station
Sufficient L/J for remotely located survival craft stations
4) Immersion suit –at least three for each life boat .Not required if vessel is fitted with partly
or enclosed life boat or navigating in warmer place as per administration.
For every person on board exemption by administration for warmer voyages other than bulk
carrier. Additionally, for remotely located places with survival craft and for persons at watch.
5) TPA - for each person not provided with an immersion suit above. Not required if vessel
is fitted with partly or enclosed life boat or navigating in warmer place as per administration
6) Hand flare-6 nos (each survival craft)
7) Rocket parachute flare-4 nos (each survival craft) +12 nos ( bridge )
8) Orange smoke signal – 2 nos (each survival craft)
9) sart –on each side of bridge
10)Two Way VHF Radiotelephony -3 nos
11) A marine evacuation system or systems may be substituted for the equivalent capacity of
liferafts and launching appliances
For cargo ship
Case 1- 100 %LB + 100%LB (+100 % LR transferable) or (+ 100 % + 100% LR non
transferable) + 1 LR if LB are placed more than 100 mtr from bow. Total 300 % capacity
Case 2- 100 %free fall LB aft + 100 %LR + 100 % LR + rescue boat + 1 LR if LB are placed
more than 100 m from bow total 300 % capacity
Case 3- non tanker L <85 m 100 %LR transferable or (150 %LR + 150 % LR non
transferable) plus rescue boat + 100 % LB + 100%LB even if one LB becomes out of service
1) LTA- 4 no’s
2) Life buoy-< 100-8 no’s, b/w 100 to 150-10 no’s, b/w 150 to 200 -12 no’s,>200-14 no’s
- At least 1 buoy at each side will be provided with a floating cable
– At least half of the buoys will be provided with lights with automatic ignition. not less than
two of these shall also be provided with lifebuoy self-activating smoke signals capable of
quick release from the navigation bridge
3) Life jacket-for every person onboard + 10% of number of passengers for children L/J
Sufficient L/J for watch persons on bridge, ECR and other watch station
Sufficient L/J for remotely located survival craft stations
4) Immersion suit –.for every person on board exemption by administration for warmer
voyages other than bulk carrier. Additional I/S for remotely located places with survival craft
and for persons at watch.
5) TPA - tpa is requirement for each boat basis its capacity 10% or 2 whichever greater
6) Hand flare-6 nos (each survival craft)+6 nos (bridge)
7) Rocket parachute flare-4 nos (each survival craft) +12 nos ( bridge )
8) Orange smoke signal – 2 nos (each survival craft)
9) Sart –on each side of bridge above 500 gt and one for b/w 300 gt & 500 gt
10)Two Way VHF Radiotelephony -3 nos above 500 gt and 2 nos b/w 300 gt & 500 gt.

Question no 636.What are the requirements of FFA & FFS onboard Passenger ship.
1) Fire hydrant-Two jets of water not emanating from same hydrant one of which shall be
from a single length of hose. Even in accommodation all watertight doors and all doors are
closed in main vertical zone bulkheads. In addition, two hydrants provided at the entrance
and externally to machinery space of category A at a low level from an adjacent shaft tunnel.
In addition, two hydrants near the entrance to machinery space of cat A where access is
provided from other spaces. Such provisions need not made where tunnel or adjacent spaces
are not part of escape routes
2) Pressure at fire hydrants-For >=4000 gt, 4.08 kg/cm2.
For <4000 gt, 3.06 kg/cm2
3) International shore connection-at least one and
connection on either side (500 gt above)
4) Fire pumps- For >=4000 gt,at least three independently
driven. For <4000 gt at least two independently driven. For>
=1000 gt –fire in any one compartment must not be able put
all the pumps out of action. For< 1000grt –if fire in any one
compartment could put all pumps out of action there must be
an alternative emergency fire pump with its power source and
sea connection outside of the space where the main fire pumps
or their power sources are located
5)Fire pump capacity-Delivery not less than 2/3of quantity
required to be dealt with bilge pump
Each pump having capacity not less than 80 % of total
required capacity divided by minimum no of pumps but in no
case 25 m3/hr
6)Fire hoses and nozzles-at least one fire hose for each
hydrant. In interior locations > 36 passenger fire hoses shall
be connected to the hydrants at all times
7)Fire hose length-at least 10 m but not more than 15 in
machinery space,20 mtr in other spaces and open deck and 25
metre for open decks on ships with a maximum breadth in
excess of 30 mtr
8) Size of fire nozzle- For accommodation and service spaces
not greater than 12 mm. For machinery spaces and exterior
locations not greater than 19 mm.
9) Type of nozzle- Dual purpose (spray/jet).;
10) Portable fire extinguishers-Each powder or co2
extinguisher at least 5 kg not greater than 23 kg Each foam
extinguisher at least 9 litres.
a)In each boiler room(i)not less than one foam type fire extinguisher of at least 135 litres capacity or
CO2 fire extinguisher of at least 45 Killogram capacity, as may be necessary having regard to the size
of the boiler room placed in such positions so as to be readily accessible in the event of fire and shall
be provided with hoses on reels suitable for reaching any part of the boiler room and spaces

containing any part of the oil fuel installation; (ii) one portable foam applicator
(b) In each firing space in each boiler room and in each space containing any part of any oil fuel
installation, at least two portable fire extinguishers suitable for extinguishing oil fires;
(C)In each firing space a receptacle containing at least 0.3 cubic metre of sand, saw dust
impregnated with soda or other dry material suitable for quenching oil fire in sufficient quantity
together with scoops for its distribution or in the alternative additional portable fire extinguisher
suitable for extinguishing oil fires.
In addition,(i) not less than one foam fire extinguishers of 45 litres or carbon dioxide extinguishers of
at least 15 Kilograms capacity. The extinguishers shall be sited so as to be readily accessible in the
event of fire and they shall be sufficient in number to enable foam or CO2 to be directed into any part
of the fuel and lubricating oil pressure systems, gearing and other areas of high fire risk. (ii) not less
than set of portable foam applicator unit (iii)not less than two portable fire extinguishers suitable for
extinguishing oil fires, to ensure that at least one extinguisher is not more than 10 metres distance
from any position within the space.

11) Arrangement of fire extinguishers – on each deck below

the bulkhead deck, a sufficient number of portable fire
extinguishers so that at least two of these shall be readily
available for use in every accommodation space, service space
and control station, between main vertical zones and for
ships >=1000 gt at least 5 extinguisher. One to be placed at
the entrance of space.co2 is not used for accommodation
spaces. At least one portable fire extinguisher in galley. At
least one portable fire extinguisher for use in each control
station;
in each special category space and cargo space intended for
the carriage of motor vehicles with fuel in their tanks for their
own propulsion; for every 40 metres length of deck space, at
least two portable fire extinguishers, suitable for extinguishing
oil fires, so arranged that at least one extinguisher is available
on each side of deck space and at least one extinguisher is
available at each access to the deck space; and not less than
two such applicators shall be available in the ship for use in
any such space.
12) spare charges for extinguishers- 100 % for first ten
extinguishers. 50 % of the remaining fire extinguishers not
total 60 spare charges are required. For fire extinguishers
which cannot be recharged on board 100 % spare charge
13) Fireman’s outfit-At least two. In addition, two and two
personal equipment for every 80 m or part thereof, length of
passenger space and service space on deck. In addition, two
for each main vertical zone for >36 passenger and one water
fog applicator adjacent to each pair of breathing apparatus.
14) Spare charges for Fireman’s outfit-at least two spare
charges for each BA > 36 passengers
One spare charges for each BA <= 36 passenger
15) EEBD-at least two within accommodation space. In
addition, two in each main vertical zone
In addition, two in main vertical zone for >36 passengers.
Spare to be onboard. within machinery space shall be at easily
visible place for quick and easy use in case of fire depends on
its layout and no of persons normally working in the space.
16) Emergency Fire Pump- Emergency fire pumps are not
required on passenger ships of 1000 grt and over. However,
below 1000 gt, passenger ships have emergency fire pump
must have a capability of at least 40% of the total capacity of
the fire pumps required for the fire main supply but in any
case not less than 1000 grt –25 m3/h
17) Fire detection & Alarm systems- to be provided for
Machinery Spaces periodically unattended machinery spaces.
Smoke detectors are to be installed in all stairways, corridors
and escape routes within accommodation spaces.
Consideration must be given to installing special purpose
smoke detectors within ventilation ducting.
Ships > 36 passengers: Smoke detection and alarm is required
in service spaces, control stations and accommodation,
including stairways, corridors and escape routes within
accommodation spaces. Smoke detection need not to be fitted
in private bathrooms and galleys or spaces having little or no
fire risk, such as public toilets, CO2 cylinder rooms and
similar spaces.
Ships carrying not > 36 passengers: There is to be throughout
each separate fire zone, in all accommodation and service
spaces and in control stations, but excepting those spaces
which afford no substantial fire risk either: A fixed fire
detection and alarm system, including smoke detection in
corridors stairways and escape routes within accommodation
spaces or an automatic sprinkler, fire detection and alarm
system and a smoke detection system in corridors, stairways
and escape
routes within accommodation spaces. Ships carrying more
than 12 passengers built from January 2010.These vessels
must have a fire detection and alarm system capable of
remotely and individually identifying each detector and
manually operated call-point. Detectors in cabins must also
initiate an audible alarm within the space where they locate
18) Bulkheads- subdivided into main vertical zones bordered
by bulkhead and decks constructed to Class A -60. The
bulkheads should extend from the double bottom to the
highest deck. Passenger vessel must be divided into at least
two vertical zones and in those carrying more than 36
passengers each zone must be not more than 40 meters in
length. Where a passenger ship is constructed with a long
vehicle deck this is treated as a horizontal zone and separated
from the areas below and above by A -60 decks and
bulkheads. Any vertical zone interrupted by such an
horizontal zone should, as far as possible, be maintained in the
same vertical line above and below. Fire resistance of doors
and doorframes to bulkheads and decks is to be as far as
practicable, at least equivalent to the bulkhead or deck in
which they are fitted. Watertight doors need not to be
insulated.
19) Fire Doors- Doors in Class “A” bulkheads
Each door must be capable of being opened and closed from
both sides by one person only. The following summaries state
the main requirements for fire doors in main vertical zone
bulkheads, galley boundaries and stairway enclosures (other
than power-operated watertight doors and those which are
normally locked).
1) Self-closing (up to 3.5° angle of inclination opposing the
closure)
2) Close in not more than 40 seconds and not less than 10
seconds
3) If a sliding door the closing rate shall be between 0.1 and
0.2 m/sec.
When held be open able to be remotely released from a
manned central control position
1) Able to be released from its hold back position on both
sides of the door
2) The release switches must incorporate a system that
prevents automatic resetting of the system
3) Hold back devices not controllable from the central station
are not permitted
4) If closed from the central control station it must be possible
to re-open the door from both sides locally. After such
opening the door must automatically close again
5) Have an indication at the central control as to whether it is
closed or open
6) Automatically close in the event of a power failure power
operated doors must be operable at least ten times using local
power accumulators
7)When released from a remote station a sliding or power
operated door must have an alarm that sounds for between 5
and 10 seconds before the door begins to move and continues
sounding until the door is completely closed. Doors to certain
special category compartments do not require alarms
Doors in Class “B” bulkheads
1) Ventilation openings may be allowed in the lower part of
the door
2) Cabin doors are to be self closing without any hold back
device.
20) Fixed fire fighting system- In accommodation spaces-
fixed water sprinkler system. Automatic Sprinkler or Water
Mist, dry and wet pipe system. For passenger cargo spaces,
fixed co2 system or inert gas sytem. In Machinery Spaces and
Cargo Pump Rooms .Either of one fixed water spay system or
fixed co2 system or fixed high expansion foam system.
21) Fire blanket - One fire blanket in every galley and where the superficial deck area of
any galley exceeds 45 square metres, at least two fire blankets.

22) Water fog applicator. At least three water-fog applicators in addition to the
nozzles required under this rule shall be provided in special category spaces .if carrying more than 36
passengers, each machinery space of category A shall be provided with at least two suitable water
fog applicators.

Question no 637.what are the requirements of FFA and

FFS on cargo ships.
1) Fire hydrant-Two jets of water not emanating from same hydrant one of which shall be
from a single length of hose.
2) Pressure at fire hydrants-For >=6000 gt, 2.75 kg/cm2.
For <6000 gt, 2.55 kg/cm2
3) International shore connection-at least one and
connection on either side (500 gt above)
4) Fire pumps- For >=1000 gt, at least two independently driven. For <1000 gt at least two, one of
which is independently driven. The availability of water supply must be to the satisfaction of the
Administration. In ships with periodically unattended machinery spaces or when only one person is
on watch there is to be immediate water delivery either by remote starting of one of the main fire
pumps from the bridge and fire control station or permanent pressurization of the fire main by one of
the main fire pumps. In vessels of less than 1600 grt the Administration may accept fire pump
starting arrangements in the machinery space if the space is easily accessible The size of the fire main
is to be sufficient for a discharge of 140 m3/h The required fire pump capacity and fire main size and
pressure are not to be limited to the basic requirements when they are used as part of a water spray
system but increased as required by the prevailing regulation.
5)Fire pump capacity-Delivery not less than 4/3of quantity
required to be dealt with equivalent bilge pump on passenger
ship. However, total capacity need not to more than 180 m3/hr
Each pump having capacity not less than 80 % of total
required capacity divided by minimum no of pumps but in no
case 25 m3/hr
6) Fire hoses and nozzles-for >=1000 gt, one fire hose for
each 30 m length of ship and one spare but in no case less
than five.ships carrying dangerous goods shall be provided
with 3 hoses and nozzles in addition above. For < 1000 gt, no
less than three.
7)Fire hose length-at least 10 m but not more than 15m in
machinery space,20 mtr in other spaces and open deck and 25
metre for open decks on ships with a maximum breadth in
excess of 30 mtr
8) Size of fire nozzle- For accommodation and service spaces
not greater than 12 mm. For machinery spaces and exterior
locations not greater than 19 mm.
9) Type of nozzle- Dual purpose (spray/jet).;
10) Portable fire extinguishers-Each powder or co2
extinguisher at least 5 kg not greater than 23 kg Each foam
extinguisher at least 9 litres.
a)In each boiler room(i)not less than one foam type fire extinguisher of at least 135 litres capacity or
CO2 fire extinguisher of at least 45 Killogram capacity, as may be necessary having regard to the size
of the boiler room placed in such positions so as to be readily accessible in the event of fire and shall
be provided with hoses on reels suitable for reaching any part of the boiler room and spaces

containing any part of the oil fuel installation; (ii) one portable foam applicator
(b) In each firing space in each boiler room and in each space containing any part of any oil fuel
installation, at least two portable fire extinguishers suitable for extinguishing oil fires;
(C)In each firing space a receptacle containing at least 0.3 cubic metre of sand, saw dust
impregnated with soda or other dry material suitable for quenching oil fire in sufficient quantity
together with scoops for its distribution or in the alternative additional portable fire extinguisher
suitable for extinguishing oil fires.
In addition,(i) not less than one foam fire extinguishers of 45 litres or carbon dioxide extinguishers of
at least 15 Kilograms capacity. The extinguishers shall be sited so as to be readily accessible in the
event of fire and they shall be sufficient in number to enable foam or CO2 to be directed into any part
of the fuel and lubricating oil pressure systems, gearing and other areas of high fire risk. (ii) not less
than set of portable foam applicator unit (iii)not less than two portable fire extinguishers suitable for
extinguishing oil fires, to ensure that at least one extinguisher is not more than 10 metres distance
from any position within the space.

11) Arrangement of fire extinguishers – on each deck below

the bulkhead deck, a sufficient number of portable fire
extinguishers so that at least two of these shall be readily
available for use in every accommodation space, service space
and control station, between main vertical zones and for
ships >=1000 gt at least 5 extinguisher. One to be placed at
the entrance of space.co2 is not used for accommodation
spaces. At least one portable fire extinguisher in galley. At
least one portable fire extinguisher for use in each control
station;
in each special category space and cargo space intended for
the carriage of motor vehicles with fuel in their tanks for their
own propulsion; for every 40 metres length of deck space, at
least two portable fire extinguishers, suitable for extinguishing
oil fires, so arranged that at least one extinguisher is available
on each side of deck space and at least one extinguisher is
available at each access to the deck space; and not less than
two such applicators shall be available in the ship for use in
any such space.
12) spare charges for extinguishers- 100 % for first ten
extinguishers. 50 % of the remaining fire extinguishers not
total 60 spare charges are required. For fire extinguishers
which cannot be recharged on board 100 % spare charge
13) Fireman’s outfit-At least two. In tankers ,four Fireman’s
outfit shall be provided with spare charges
14) Spare charges for Fireman’s outfit-ship with means of
fully recharging the cylinders free from contamination, one
spare charges for each BA
15) EEBD-at least two within accommodation space. Spare to
be onboard. within machinery space shall be at easily visible
place for quick and easy use in case of fire depends on its
layout and no of persons normally working in the space.
16) Emergency Fire Pump- All cargo ships – if fire in any one compartment could put all pumps out
of action there must be an alternative emergency fire pump with its power source and sea connection
outside of the space where the main fire pumps or their power sources are located.
17) Fire detection & Alarm systems- Accommodation, service and control rooms are to be protected
by a fixed fire detection and alarm system and/or an automatic sprinkler, fire detection and alarm
system as follows, depending on the protection method adopted
a) Method IC: A fixed fire detection and alarm system in all
corridors, stairways and escape routes within accommodation
spaces.
b)Method IIC: An automatic sprinkler, fire detection and fire
alarm system for the protection of accommodation spaces,
galleys and other service spaces except spaces which do not
present a substantial fire risk (e.g void spaces, sanitary spaces,
etc). In addition there is to be a fixed detection and alarm
system in all accommodation corridors, stairways and escape
routes.
c) Method IIIC: There is to be a fixed detection and alarm
system in all accommodation and service spaces, providing
smoke detection in corridors, stairways and escape routes
within accommodation areas, except spaces which do not
present a substantial fire risk (e.g void spaces, sanitary spaces,
etc).
18) Bulkheads- The accommodation, services areas and control stations of cargo vessels, except
tankers are to be protected by one of following methods:
a) Method IC: The construction of internal divisional
bulkheads of non combustible “B” or “C” class divisions
generally without automatic sprinkler, fire detection and fire
alarm systems in the accommodation and service spaces
except there is to be a fixed fire detection and alarm system in
all corridors, stairways and escape routes within
accommodation spaces
b) Method IIC: Generally there is no restriction on the type of
internal divisional bulkheads, deck heads and linings but there
is to be an automatic sprinkler, fire detection and fire alarm
system for the protection of accommodation spaces, galleys
and other service spaces except spaces which do not present a
substantial fire risk (e.g void spaces, sanitary spaces, etc). In
addition there is to be a smoke detection and alarm system in
all accommodation corridors, stairways and escape routes
c)Method IIIC: Generally there is no restriction on the type of
internal divisional bulkheads, deck heads and linings within a
system of “A” and “B” class divisions. No area bounded by
“A” or “B” class divisions should exceed 50m2. However, a
flag authority may consider increasing this area for a public
space. There is to be a fixed fire detection and alarm system in
all accommodation and service spaces, providing smoke
d) Detection in corridors, stairways and escape routes within
accommodation areas, except spaces which do not present a
substantial fire risk (e.g void spaces, sanitary spaces, etc).
Tankers are to be constructed using only Method IC.
19) Fire Doors- Doors in Fire-Resisting Divisions
a) In “A” class divisions must be constructed of steel and
doors in “B” class division must be non-combustible
b) In boundaries of category A machinery spaces are to be
self- closing and reasonably gas-tight
c) Self-closing doors are not to be fitted with any hold back
devise, unless is capable of remote release and of the fail safe
type
d) Ventilation is permitted through the lower part of beneath a
door that leads between a corridor and a public space or cabin.
e)Water tight doors are not required to be insulated
20) Fixed fire fighting system- a)Every ship of 1000 tons and above and every
ship engaged in the carriage of dangerous goods, shall be provided in

every cargo space other than special category spaces and

spaces where a fixed pressure Water Spraying System and and
fixed gas fire extinguishing system.
b) In each special category space a fixed pressure water
spraying system. in each cargo space (other than special
category space) intended for the carriage of motor vehicles
with fuel in their tanks for their own propulsion a fixed
pressure water spraying system or a fixed gas fire
extinguishing system . c)In each open ro/ro cargo space
having a deck over and each closed ro/ro cargo space not
capable of being sealed, a fixed pressure water spraying
system.
d)In Machinery Spaces and Cargo Pump Rooms .Either of one
fixed water spay system or fixed co2 system or fixed high
expansion foam system.
e)ship carrying bulk cargo and dangerous goods .a fixed co2
or inert gas fire extinguishing system
f)for tankers fixed deck foam system for cargo spaces and
fixed co2 or high expansion foam for pump room or fixed
water spray sytem
21) Fire blanket - One fire blanket in every galley and where the superficial deck area of
any galley exceeds 45 square metres, at least two fire blankets.

22) Water fog applicator. At least three water-fog applicators in addition to the
nozzles required under this rule shall be provided in special category spaces.

Question no 637.Explain the procedure of registration of

ship.
1). Allotment of Name, Official number, Call Sign and
MMSI Number: Allotment name in Hindi or English to be
suggested . The owner or his agent shall give to the registrar
at the intended port of registry notice of the name proposed
for the ship at least 14 days before the date of registry
Combined application form 15 on dgs and mmd site in
prescribed format is submitted by owner for Name
Allotment, Official Number, Call Sign and MMSI number
along with
i). An undertaking that the vessel would be registered within
12 months and that the to-be-allotted MMSI number would be
used only for that vessel and with
ii). Copies of the following as applicable.
A). New (first hand) Ship: Main Particulars and Approved
Tonnage computation, if built in India / copy of the
International Tonnage Certificate, if built abroad. B).Old
(second hand) Ship: a). Previous Certificate of Registry (b).
copy of the International Tonnage Certificate.
This will be forwarded by the Registrar to DGS for allotment.
Owner is informed once allotted. it will be valid for one year,
which can be revalidated thereafter on request of the owner.
2) Carving & Marking Note : Application to be submitted
along with fees for the request of carving & marking note on
the company head letter. This is issued once the name etc. is
allotted . copy of ITC (1969) of vessel / approved Tonnage
computation is required . Name and port of Registry to be
painted on the hull as per instructions on the back page of the
Carving & Marking Note. Her name shall be marked on each
her bow and her name and here intended POR shall be marked
on her stern on a dark background white or yellow letters or in
light background black letters which shall not be less than one
decimetre or 4 inch in height and 1.3 cm or an inch in breadth.
Official number and Net Tonnage are to be engraved on a
brass plate 30cm x 6 cm and placed conspicuously at the
wheel house. IMO number is to be welded as per regulation
3(4) of Chapter XI-1, Special Measures to enhance maritime
safety of SOLAS 1974 as amended. Her draft to be cut and
welded in feet and in inches or metre and decimetres columns
side by side by both forward and aft on the port and starboard
side of vessel. To be verified on board by Consular Officer /
MMD / IRS as authorised by Registrar of Ships.
3) signing of declaration of ownership form 4/5 is to be signed
in presence of the Registrar of ships or a person duly
authorised by the Registrar. Place of such attestations to be
mentioned. Declaration of ownership is NOT to be signed
before Notary public.
4) Certificate of Survey : . Verification of these markings is
done on board the ship by mmd /class surveyor including
Crew Accommodation survey is carried out to issue
‘Certificate of Survey’. Application to be given to chief
surveyor along with certificate of survey plus fees to de
deposited.
5) Provisional Registry :Application for registry as per
checklist no 1 along with online application on dgs and mmd
site. On request of owner, the RoS can authorise the Consular
Officer / MMD / IRS to
verify the required documents, witness the markings on board
the vessel as per C&M Note and issue provisional certificate
of registry irrespective of age or location of the vessel.
validity of provisional certificate remains six month if ship is
abroad. When vessel is abroad owner has to apply for
provisional COR with fees with memorandum of
understanding stating place of delivery .Documents required
a)Application
b) Original Builder’s Certificate clearly stating the name
and address of owner is to be submitted for new vessels
c) Original Declaration of Ownership
d) Original ‘Carving & Marking Note’
e) Tonnage certificate. Fresh short term ITC valid for six
months will be issued based on the existing ITC. Full term
ITC would be issued based on the previous ITC if issued by
an IACS member under 1969 tonnage convention
f) orginal certificate of survey
g) Original Board Resolution signed by the Company .
 h) Name of Master and a copy of his valid COC
i) Drawings of the vessel as approved by Class -Lines
plan, General Arrangement, Midship Section, Shell
Expansion, Structural Profile and Crew Accommodation plans
j) Particulars of Ship
k) Original ‘Bill of Sale’
l) Original ‘Deletion Certificate’ or ‘Transcript of Register’
m) Imported vessels - Copy of Bill of Entry from Customs
Department. Not applicable to vessels built in India
n) If new vessel built in India – stating whether any
Government subsidy was availed for ship building. If so
details to be given.
o) Copies of : (i) previous statutory certificates and (ii)
certificates issued by IRS after delivery.
p) Copy of the ‘Memorandum of Agreement’ to buy the
vessel (if second hand) and copy of Ship Building Contract
showing the price (if new
q) Memorandum and Articles of Association of the
Company’ with ‘Shipping’ as an objective / ‘Partnership deed’
as applicable
.
6) Permanent registry. If, in India then owner will apply for
Permanent registry with fees deposited RS- 1100

Question no 638. Damage stability requirements applicable to seagoing bulk carriers

1)With regard to the damage stability requirements of bulk
carriers, SOLAS regulation XII/4 is applicable. Bulk carriers
of 150 m in length and upwards of single-side skin
construction, designed to carry solid bulk cargoes having a
density of 1,000 kg/m3 and above shall, when loaded to the
summer load line, be able to withstand flooding of any one
cargo hold in all loading conditions and remain afloat in a
satisfactory condition of equilibrium
2)Bulk carriers of 150 m in length and upwards of single side
skin construction, carrying solid bulk cargoes having a
density of 1,780 kg/m3 and above, constructed before 1
July 1999 shall, when loaded to the summer load line, be
able to withstand flooding of the foremost cargo hold in
all loading conditions and remain afloat in a satisfactory
condition of equilibrium
Question no 639. What are corrugated bulkheads? Where
you find on ship.
A corrugated plate is stronger than a flat plate without
stiffening if subject to a bending moment or pillar load along
the corrugations. Corrugations (or swedges) are formed on a
corrugated bulkhead to eliminate the need to fit the vertical
stiffener, as in those of the plain bulkhead.The elimination of
vertical stiffeners also results in saving in steel weight and
cost of stiffeners. The angle of corrugation is normally about
45 degrees. Bulk carrier cargo tank bulkheads are found
corrugated as used on transverse bulkhead, thus improves
transverse strength. Container boxes are also found
corrugated

Question no 640.what is tare weight of container.

Tare weight is the weight of an empty vehicle or container.
By subtracting it from the gross weight (laden weight), the
weight of the goods carried (the net weight) may be
determined. This can be useful in computing the cost of the
goods carried for purposes of taxation. Tare weight of 20 ft
container is 2300 kg and 40 ft container is 3750 kg

Question no 641. What is NOX technical techinal code.

On 10 October 2008, the IMO Marine Environment
Protection Committee at its 58thsession, by Resolution
MEPC.177(58), has adopted amendments to the Technical
Code on Control of Emission of Nitrogen Oxides (NOx) from
Marine Diesel Engines, hereafter referred to as the Code. The
purpose of the Code is to specify the requirements for the
testing, survey, and certification of marine Diesel engines to
ensure they comply with the NOx emission limits as of
Regulation 13 of Annex VI of the MARPOL Convention.
This document covers engine testing, certification and
onboard verification procedures to demonstrate continuing
compliance with the applicable NO emissions limits. The NOx
x
Technical Code 2008 entered into force on 1 July 2010,

Question no 642. SEQ annuals done but after sailing u came

to know not endorsed by surveyor. Action as master.
inform the administration and the concern surveyor about the
signature, normally surveyor take the photo copy of each
certificate they inspect along with them...And administration
will ask the surveyor to signed the photo copy and sent it's
copy on ship and to the administration. On recept,
administration will sent mail to the ship about the authenticity
and also informed the surveyor next port to signed for on
behalf of previous port surveyor and put original stamp...If
admin is satisfied with previous survey than new inspection
need not be carried...If the ship is comming back to the same
port or on constant run then in arrival it will be endorsed.
Question no 643 If your vessel is at near the two coasts
around 40 nm,20 nm,less than 12 nm equally from A and B
and vessel is registered under flag C and on board crew
belong to nationality D. How will be investigation carried
out if there will be any causality in the vessel
a) Flag state has to carry
investigation in all casualties occurring to its ship.
b) If casualty occurs in territorial sea of a state, then flag state
and coastal state should cooperate to maximum extent and
mutually decide who will be the lead investigating state.
c) If casualty occurs at high seas then flag state has to carry
out investigation. But if the casualty involves other other
parties or affects environment of other state, then all
substantially interested state should work together and decide
who will be the lead investigating state
,If casualty has taken place in territorial water of any state
then the coastal state should without delay report the matter to
flag state.Also if the casualty involves other parties all
substantially interested parties to be informed by investigating
state. When two or more states have agreed to the procedure
for a marine casualty investigation, the state conducting the
investigation should allow representative of the other state to:-
a) Question witness
b) view and examine documents and evidence
c) Produce witness and other evidence
d) Comment on and have their views properly reflected in
final report.
e) Be provided with transcripts statement and final report
relating to investigation

Question no 644.What are the contents of shipper declaration

1.general
information-shipper name,consignee name,transport
document number,carrier name,port of departure and
destination.
2.general information-general
description of cargo-gross mass,special property like highly
soluble 3.solid bulk cargo information-stowage
factor,angle of repose,trimming procedure,if potential hazard
chemical property,class UN no or MHB,Group of cargo
A,B,C,Classification related to marpol annex v ie harmful to
marine environment or not,TML,MC,
4.Additional
certificates if required-certificate of moisture
content,certificate of TML,weathering certificate,exemtion
certificate,approval certificate for sampling,testing and
controlling the moisture content the cargo which may liquify

5.declaration above statement in order with

date ,place ,signature,company or organization,
Question no 645 what are the contents of class survey report
Owner/Manager Address
General Characteristics
Hull
Machinery
Capacity
Lifting Equipment
Certificates
Surveys - Scheduled
Attendance - In Progress
Surveys - History
Surveys - Future
Class Recommendations - Open
Class Recommendations - In Progress
Statutory Deficiencies - Open
Statutory Deficiencies - In Progress
Special Findings - Open
Special Findings - In Progress
Attendance History - Last 12 months
Request For Attendance
Request For Audit

Question no 646. What is the confidential and non confidential part of SSP

PART A-Non confidential part

1 Introduction and Purpose
2 Definitions 4
3 Contact Information and Ship Details
4 Security Policies
5 Declaration of Security
6 Access to the Ship
PART-B Confidential part
7 Restricted Areas
8 Handling of Cargo
9 Delivery of Ship’s Stores
10 Handling Unaccompanied Baggage
11 Monitoring the Security of the Ship
12. Communications
13 Security Incident Procedures
14 Specific Security Actions to Be Implemented Based on the
Security Level
15 Screening for Weapons, Incendiaries, and Explosives
16 Gangway and Gangway Control
17 Contingency Procedures
18 Additional Ship Procedures
19 Ship Security Assessment
Appendix
Form for Declaration of Security
From of Security Incident Report
Access Point
Restricted Area
Evacuation Route
Company Security Officer
Ship Security Officer
Duties and Responsibilities
Security Measures at Each Security Level
Contingency Plan
Annex
Company Security Policy
Information on Company’s Special Responsibility Given to
Master
Security Levels of the Last 10 Ports
Record of Ship Security Plan
Contact List of States for Security
Inventory of Dangerous Goods and Materials
Question no 647.what is solenoid valve. how it works. Where
u find on ship
A solenoid valve is an electromechanical device used for
controlling liquid or gas flow. The solenoid valve is controlled
by electrical current, which is run through a coil. When the
coil is energized, a magnetic field is created, causing a
plunger inside the coil to move. This is the basic principle that
is used to open and close solenoid valves. Solenoid valves are
directed operated where the medium flows through a small
orifice which can be closed off by a plunger with a rubber
gasket on the bottom. Indirect operated solenoid valve which
use the differential pressure of the medium over the valve
ports to open and close. Semi direct operated solenoid valve
which combine the properties of direct and indirect valve.
Solenoid valve can be two -way, three -way and four way
types
Parts of Solenoid valve are
1. Valve Body
2. Inlet Port
3. Outlet Port
4. Coil / Solenoid
5. Coil Windings
6. Lead Wires
7. Plunger
8. Spring
9. Orifice
Working: The medium is controlled by the solenoid valve enters the valve through the inlet port . The
media must flow through the orifice before continuing into the outlet port . The orifice is closed and
opened by the plunger Closed solenoid valve use a spring which presses the plunger tip against the
opening of the orifice. The sealing material at the tip of the plunger keeps the media from entering the
orifice, until the plunger is lifted up by an electromagnetic field created by the coil.
Location: used in odmcs and oil filtering equipment for valve operation
Used in fresh water generator for valve operation
Used in valve operation for operating actuators.
Used in refrigeration and heating system
Used in GDS and Fog horn
Question no 648.what are the requirements of Fall prevention device
IMO’s “Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval Systems”
advise that Fall Preventer Devices (FPDs) are to be used with each existing RRS, in accordance with
MSC.1/Circ.1327 “Guidelines for the Fitting and Use of Fall Preventer Devices (FPDs)” until the
RRS is either found to be “compliant with the (revised) LSA Code,
The FPD Guidelines also state that “A Fall Preventer Device (FPD) can be used to minimise the risk
of injury or death by providing a secondary alternate load path in the event of failure of the on-load
hook or its release mechanism or of accidental release of the on-load hook. However, FPDs should
not be regarded as a substitute for a safe on-load release mechanism.” Members who have not done so
already are therefore advised to follow the Guidelines on the use of FPDs until such time as the RRSs
fitted to the lifeboats of their vessels have been evaluated and either found to be compliant, or are
modified to be compliant, or are replaced with a new RRS.
Strops :Wires and chains should not be used as FPDs as they do not absorb shock loads. Synthetic
strops or slings should be used. They should be resilient construction, rot-proof, corrosion-resistant,
unaffected by seawater, oil or fungal attack, and resistant to degradation by ultraviolet light provided
with test certification confirming tensile strength and provide a factor of safety of at least six, based
on the total lifeboat weight when loaded with a full complement of persons and equipment. They
should be permanently marked with their date of entry into service. The strops and slings should not
be used for any other purpose and should be ready for use at all time and thorough visual inspection
every six months. They should be removed easily, quickly and safely by the lifeboat crew from within
the lifeboat rather than climbing out via a lifeboat hatch and should not interfere with the operation of
the on-load release gear or the propeller. When a lifeboat is being recovered, they should be fitted
once the on-load hooks have been connected, but prior to lifting the boat clear of the water and do not
interfere with either the lifting or re-stowing of the lifeboat. The size should be to keep the drop of the
boat a minimum.
If a drill, test, inspection or maintenance is to be carried out with personnel in the lifeboat, the Master
or the officer in charge of the operation should ensure that, where FPDs are provided, these are
properly fitted in place prior to commencement of the operation. Procedures regarding the use of
FPDs should be included in the vessel’s Safety Management System (SMS) and all personnel
involved in the operation of the lifeboats should be familiar with their application. Oil, gas and
chemical tankers may not be able to use FPDs in certain abandon ship situations if the FPDs cannot be
released from inside the lifeboat. In such cases the SMS and the vessel’s training manual should
include measures to be followed during drills in order to prepare for such an eventuality. Such a
scenario should also be taken into account by the Master when considering the requirement for FPD
locking pins and strops or slings to be fitted to the lifeboats at all times.
Locking Pins: Existing hooks should not be drilled to provide a slot for a locking pin unless approved
by the Administration. The drilling of the hook arrangement may significantly reduce its strength.
Locking pin handles should be coloured red or a suitable contrasting colour. They should not be used
for any other purpose and should be left permanently attached to the lifeboat at all times.
There should be strict procedures, including a warning notice, to ensure that the pin is removed prior
to the release mechanism being activated.
Question no 628.what are requirements of BNWAS.
As per Solas Chapter V Regulation 19
.1 cargo ships of 150 gross tonnage and upwards and passenger ships irrespective of size constructed
on or after 1 July 2011;
.2 passenger ships irrespective of size constructed before 1 July 2011, not later than the first survey*
after 1 July 2012;
.3 cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than the
first survey* after 1 July 2012;
.4 cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed before
1 July 2011, not later than the first survey* after 1 July 2013; and
.5 cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1
July 2011, not later than the first survey* after 1 July 2014.
The bridge navigational watch alarm system shall be in operation whenever the ship is underway at
sea;
.4 a bridge navigational watch alarm system (BNWAS)
installed prior to 1 July 2011 may subsequently be exempted
from full compliance with the standards adopted by the
Organization, at the discretion of the Administration
A Bridge Navigational Watch Alarm System, abbreviated BNWAS, is an automatic system which
sounds an alarm if the watch officer on the bridge of a ship falls asleep, becomes otherwise
incapacitated, or is absent for too long a time. The BNWAS is automatically engaged when the
[1]
ship's autopilot is activated.
The minimum requirement for a BNWAS under International Maritime Organization standards is to
have a dormant stage and three alarm stages, except that on a non-passenger vessel, the second stage
 [2]
may be omitted.
Stage 1: When the autopilot is engaged, the bridge officer is required to signal his presence to the
[3]
BNWAS system every 3 to 12 minutes in response to a flashing light, either by moving an arm in
front of a motion sensor, pressing a confirmation button, or directly applying pressure to the BNWAS
centre.
Stage 2: When a confirmation signal fails to occur within 15 seconds in Stage 1, an alarm will sound
on the bridge, and if there is still no confirmation signal after a further 15 seconds, in the captain's and
[2]
the first officer's cabins. One of them must then go to the bridge and cancel the alarm.
Stage 3: If neither the captain nor the first officer cancels the alarm within a specified time period
(between 90 seconds and 3 minutes depending on the size of the vessel), an alarm will sound in
[2]
locations where other personnel are usually available.
In addition an emergency call function may be provided, by which bridge personnel can activate a
Stage 2 or Stage 3 alarm to call for help.

Question no 629.what are the carriage requirements of

ECDIS.
As per SOLAS Chapter V Regulation 19/2
• Passenger ships of 500 GT and upwards constructed on or

after 1 July 2012

• Tankers of 3,000 GT and upwards constructed on or after 1

July 2012
• Cargo ships, other than tankers, of 10,000 GT and upwards

constructed on or after 1 July 2013

• Cargo ships, other than tankers, of 3,000 GT and upwards

but less than 10,000 GT constructed on or after 1 July

2014
• Passenger ships of 500 GT and upwards constructed

before 1 July 2012, not later than the first survey on or

after 1 July 2014
• Tankers of 3,000 GT and upwards constructed before 1

July 2012, not later than the first survey on or after 1 July
2015
• Cargo ships, other than tankers, of 50,000 GT and upwards

constructed before 1 July 2013, not later than the first

survey on or after 1 July 2016
• Cargo ships, other than tankers, of 20,000 gross tonnage

and upwards but less than 50,000 GT constructed before

1 July 2013, not later than the first survey on or after 1
July 2017
• Cargo ships, other than tankers, of 10,000 GT and upwards

but less than 20,000 GT constructed before 1 July 2013,

not later than the first survey on or after 1 July 2018
Question no 630: Define of UNCLOS, Internal water,
Baseline, Territorial water, Contiguous zone, EEZ,High sea.
What is coastal state jurisdiction in territorial waters;
contiguous zone and EEZ. Can u do fishing in EEZ
Exclusive Economic Zone (EEZ)
· I​ t is a zone extending 200 nautical miles from the
baseline;
· ​The coastal state has rights and duties in relation to
natural resources within EEZ;
· ​Freedom of navigation is the same as the high seas but
in the interests of safety near offshore installations, the
coastal states may restrict navigation in the EEZ.

Contiguous Zone
· ​It is a zone extending 24 nautical miles from the
baseline;
· ​The coastal state has a combination of revenue and
public health or quarantine jurisdiction;
· ​It allows the coastal state to detain vessels beyond the
territorial sea if there are reasonable grounds for assuming
they are about to violate customs or public health
regulations.
Baseline: Generally, the baseline is the low water line round
the coast, including the coast of all islands.
Internal waters : extend from shore to base line(landward
side)
High Seas: All parts of the sea not included in the EEZ,
Territorial Sea or Internal Waters of a state or in the
Archipelagic Waters of an Archipelagic State
Territorial sea: Territorial sea up to a limit not exceeding 12
nautical miles from baseline,
Rights, jurisdiction and duties of the coastal State in the
exclusive economic zone:
A. sovereign rights for the purpose of exploring and
exploiting, conserving and managing the natural resources,
whether living or non-living, of the waters superjacent to the
sea-bed and of the sea-bed and its subsoil, and with regard to
other activities for the economic exploitation and exploration
of the zone, such as the production of energy from the water,
currents and winds;
B. jurisdiction as provided for in the relevant provisions of
this Convention with regard to:
1.the establishment and use of artificial islands, installations
and structures;
2.marine scientific research;
3.the protection and preservation of the marine environment
Criminal jurisdiction on board a foreign ship: The criminal
jurisdiction of the coastal State should not be exercised on
board a foreign ship passing through the territorial sea to
arrest any person or to conduct any investigation in
connection with any crime committed on board the ship
during its passage, save only in the following cases:
a. if the consequences of the crime extend to the coastal
State;
b. if the crime is of a kind to disturb the peace of the
country or the good order of the territorial sea;
c. if the assistance of the local authorities has been
requested by the master of the ship or by a diplomatic
agent or consular officer of the flag State; or
d. if such measures are necessary for the suppression of
illicit traffic in narcotic drugs or psychotropic substances.
The above provisions do not affect the right of the coastal State to take any steps authorized by its
laws for the purpose of an arrest or investigation on board a foreign ship passing through the
territorial sea after leaving internal waters. The coastal State shall, if the master so requests, notify a
diplomatic agent or consular officer of the flag State before taking any steps, and shall facilitate
contact between such agent or officer and the ship's crew. In cases of emergency this notification may
be communicated while the measures are being taken.
Civil jurisdiction in relation to foreign ships: The coastal State should not stop or divert a foreign
ship passing through the territorial sea for the purpose of exercising civil jurisdiction in relation to a
person on board the ship. The coastal State may not levy execution against or arrest the ship for the
purpose of any civil proceedings, save only in respect of obligations or liabilities assumed or incurred
by the ship itself in the course or for the purpose of its voyage through the waters of the coastal State.

Fishing in EEZ . Nationals of other States fishing in the exclusive economic zone shall comply
with the conservation measures and with the other terms and conditions established in the laws and regulations
of the coastal State.

Question no 631. You loss your anchor due to strong tide

what do you do?
When the anchor and chain are lost, confirm ship’s position
and make note of the exact position and time the loss took
place. If possible, throw in an anchor buoy to assist in a later
recovery attempt. When loss of the anchor and chain resulted
from a cause such as illegal navigation of another vessel, then
will record the Name of the opposing ship, its Owner,
Charterer, Port of registry, Last and Next Port of Call and
tender a Claim Letter to the opposing ship and seek its
Master’s signature. After the anchor and chain are lost, make
an initial report to the Company. Thereafter, from time-to-
time, report further developments to the Company. Report
circumstances which led to the loss of the anchor and chain so
that the Company can determine whether general average is
affected or not. Make official log book entry, send accident
investigation report to the company, and inform class and hull
insurance. Since vessel has lost anchor. Try to avoid to re-
anchor until weather improves and let vessel to drift till the
time. if need to drop anchor will re-check another position
before dropping anchor. Get condition of class till the repair
port where new anchor and chain to be put. Inform flag also
related to incident. keep your records ready for evidence in
case for investigation
Question no 632.You go alongside in morning to load coal.
Last night was raining. What do you do.
Master to follow strictly Imbc code guidelines and to carry on
board test like can test to find out cargo moisture. Master to
follow company cargo safety manual for acceptance of bulk
cargo. The enough samples to be taken by surveyor to
determine proper moisture content. Shipper should provide
accurate TML before shipment. If shipper don't agree for re-
sampling then will not load. Inform charterers and owners.
Get instructions from them .owner will contact p and i
.charterers may put the vessel off hire for not loading. Then
give letter of protest not loading the cargo. Use also master
over riding authority even if there is commercial pressure.
Question no 633: What are the obligations of shipper.
a. To deliver the goods ready for carriage. Properly packed,
exact quantity, VGM,
b. To provide information, instructions and documents (like
shipper declaration stating, various test certificate, certificate
of Quality, quantity, origin, MSDS)
c. To provide information for the compilation of contract
particulars
d. To inform of the dangerous nature or character of the good
Question no 634. what is LLMC convention and its limits
the convention on Limitation of Liability for Maritime Claims
,1976.
The convention has replaced thru international convention
relating to Limitation of liability of owners of sea going ship,
1957. It came into force from first December 1986. The
provision of 1957 convention has already been incorporated in
MS act 1958. The 1976 convention mainly increase the
amount of limit of liability for loss of life or damage to
property by amount two to four times the limit prescribed by
the 1957 convention. It has also specified provision for
compensation to be given for death or injury of a passenger
and loss or damage to passenger’s luggage equivalent to
provisions of Athens convention.
Limits are specified for two types of claims - claims for
loss of life or personal injury, and property claims (such as
damage to other ships, property or harbour works).
Claims that are EXCLUDED from LLMC are:
1. Claims for salvage
2. Claims for General Average
3. Claims for oil pollution
 4.Claims for HNS
5. Claims by members of crew and servants of the owner
6.Claims relating to removal of wrecks
The Convention on Limitation of Liability for Maritime
Claims (LLMC Convention) allows ship-owners to limit their
liability to pay compensation for general ship-sourced
damage.
The LLMC Convention does not impose strict liability to pay
compensation for damage on the ship-owner. The amount of
compensation that a court is able to award is limited by the
LLMC Convention. The Convention provides for a virtually
unbreakable system of limiting liability. It declares that a
person will not be able to limit liability only if "it is proved
that the loss resulted from his personal act or omission,
committed with the intent to cause such a loss, or recklessly
and with knowledge that such loss would probably result".
Protocol of 1996
Adoption: 3 May 1996;
Entry into force: 13 May 2004
Under the Protocol the amount of compensation payable in
the event of an incident have been substantially increased.
Under the 1996 LLMC Protocol which entered into force in
2004:
The limit of liability for claims for loss of life or personal
injury for ships not exceeding 2,000 gross tons is 2 million
SDR (US$3.17 million).
For larger ships, the following additional amounts are used in
calculating the limitation amount:
• For each ton from 2,001 to 30,000 tons, 800 SDR
(US$1,269)
• For each ton from 30,001 to 70,000 tons, 600 SDR
(US$952)
• For each ton in excess of 70,000, 400 SDR (US$634).
Under the 1996 LLMC Protocol, the limit of liability for
property claims for ships not exceeding 2,000 gross tons is 1
million SDR (US$1.586 million).
For larger ships, the following additional amounts are used in
calculating the limitation amount:
For each ton from 2,001 to 30,000 tons, 400 SDR
(US$634)
• For each ton from 30,001 to 70,000 tons, 300 SDR
(US$476)
• For each ton in excess of 70,000, 200 SDR (US$317)

Amendments to 1996 Protocol

Adoption: 19 April 2012
Entry into force: 8 June 2015
New limits
Under the amendments to the 1996 Protocol, the limits are
raised as follows:
The limit of liability for claims for loss of life or personal
injury on ships not exceeding 2,000 gross tonnage is 3.02
million SDR (up from 2 million SDR).
For larger ships, the following additional amounts are used in
calculating the limitation amount:

➢ For each ton from 2,001 to 30,000 tons, 1,208 SDR (up
from 800 SDR).
➢ For each ton from 30,001 to 70,000 tons, 906 SDR (up
from 600 SDR).
➢ For each ton in excess of 70,000, 604 SDR (up from 400
SDR).
The limit of liability for property claims for ships not
exceeding 2,000 gross tonnage is 1.51 million SDR (up from
1 million SDR).
For larger ships, the following additional amounts are used in
calculating the limitation amount:

➢ For each ton from 2,001 to 30,000 tons, 604 SDR (up
from 400 SDR).
➢ For each ton from 30,001 to 70,000 tons, 453 SDR (up
from 300 SDR).
➢ For each ton in excess of 70,000 tons, 302 SDR (up from
200 SDR).
There is a separate liability limit applying in respect of claims for loss of life or personal injury to
passengers of a ship. In this case, the liability limit is 175,000 SDR multiplied by the number of
passengers which the ship is authorized to carry.There is no requirement for ship-owners to gain and
maintain insurance in the LLMC Convention.
Question no 635.what as a master you will take heavy weather precautions
1. Verify vessels position and consider re routing.
2. Update weather report and plot storm movement.
3. Stability- avoid slack tanks and minimise FSE.
4. Warn all departments.
5. Rig lifelines forward and aft.
6. Check cargo lashing.
7. Close all deck ventilation.
8. Anchors to be well secured- spurling pipe cemented, break
tight, bow stopper well secured and
additional lashing at the hawse pipe.
9. All derricks and cranes secured.
10. Check that accommodation ladder has been well secured.
11. Clear deck of surplus gear.
12. Secure bridge against heavy rolling and pitching.
13. Slacken halyards and remove awnings.
14. Establish heavy weather work routine-reduce manpower
on deck.
15. Obtain and update weather reports continuously. Update
position.
16. Reduce speed to prevent pounding and engage manual
steering in ample time.
17. Revise E.T.A.
18. Make relevant log entries.
Inform engine room and crew of the conditions. All movable
objects to be secured above and below decks, particularly in
the engine room, galley and in storerooms. The ship’s
accommodation to be secured and all ports and deadlights
closed. All weather deck openings to be secured. Adjust speed
and course been as necessary. Warn the crew to avoid upper
deck areas made dangerous by the weather. Rig safety
lines/hand ropes where necessary. Monitor the weather
reports. Transmit weather reports to the appropriate
authorities or, in the case of tropical storms, danger messages
in accordance with SOLAS Ch V- 31 and 32.
Refer msc circ 1/1228-Revised guidance to the master for
avoiding dangerous situations in adverse weather and sea
conditions. When a ship is situated on the steep forefront of a
high wave in following or quartering sea conditions, the ship
can be accelerated to ride on the wave. This is known as surf-
riding. In this situation the so-called broaching-to
phenomenon may occur, which endangers the ship to
capsizing as a result of a sudden change of the ship’s heading
and unexpected large heeling. Surf-riding and broaching-to
may occur when the angle of encounter is in the range
135°<α<225° and the ship speed is higher than (1.8 L) cos
(180 −α ) (knots). To avoid
surf riding, and possible broaching the ship speed, the course
or both should be taken outside the
dangerous region. The master should prevent a synchronous
rolling motion which will occur when the encounter wave
period TE is nearly equal to the natural rolling period of ship
TR. Parametric roll motions with large and dangerous roll
amplitudes in waves are due to the variation of stability
between the position on the wave crest and the position in the
wave trough.
Parametric rolling may occur in two different situations.1) the
stability varies with an encounter period TE that is about
equal to the roll period TR of the ship (encounter ratio 1:1).
The stability attains a minimum once during each roll
period.2) the stability varies with an encounter period TE that
is approximately equal to half the roll period TR of the ship
(encounter ratio 1:0.5). The stability attains a minimum twice
during each roll period. For avoiding parametric rolling in
following, quartering, head, bow or beam seas the course and
speed of the ship should be selected in a way to avoid
conditions for which the encounter period is close to the ship
roll period (TE ≈ TR ) or the encounter period is close to one
half of the ship roll period ( 0.5 E R T ≈ T ).
TURNING A SHIP IN HEAVY WEATHER ​Turning
shall be done during daytime if possible. Before turning:
1. study the wave-development cycles and find out the
relatively calm period;
2. observe the behaviour and characteristic of the ship;
3. ensure that the vessel has ample stability;
4. check traffic density and other hazards nearby;
5. inform all departments and ensure no man being on deck;
6. make M/E stand-by and reduce speed;
>When turning down wind away from a head sea it is
desirable to experience the relative calm when the vessel is
lying in the trough and commencing the latter half of the
turn;
>When turning up wind away from a following sea it is
desirable to experience the relative calm when the vessel is
swinging up into the wind and sea during the latter half of
the turn;
>Carry out the first half turn with the minimum headway, full
helm and short bursts of full ahead revolutions;
>Keep the slow rate of swing and judge the timing carefully;
>If the misjudgement causes the arrival of heavy seas at a
critical stage, resume course and make a second attempt;
>If the timing is correct, execute the latter half of the turn as
rapidly as possible;
>The use of storm oil is of great value in these manoeuvres.

15
1. What is annex 1?
Positioning and technical details of lights and shapes.
2. What is annex 2?
Additional signals for fishing vessels fishing in close proximity.
3. What annex 3?
Technical detail of sound signal appliances.
4. What is Indian Ocean MOU?
An MOU between 19 countries, for the purpose sharing information about vessels and
their owners and operatives for effective PSC (port state control). An MOU serves a dual
purpose: (a) it avoids unduly inconveniencing ships by inspecting them at each and every
port and (b) it forewarns participating maritime states of substandard ships. The Indian
Ocean MOU includes the following 19 countries: Australia, Bangladesh, Djibouti,
Eritrea, France (La Reunion Island), India, Iran, Kenya, Maldives, Mauritius,
Mozambique, Myanmar, Oman, Seychelles, South Africa, Sri Lanka, Sudan, Tanzania,
and Yemen.
5. What is the importance of PSC?
The importance of PSC is that it eliminates substandard
ships by ensuring compliance with all international
conventions.
6. Which country is not in the Indian Ocean but still a
member of Indian ocean MOU?
France (La Reunion Island).
7. To which all ships does MARPOL apply?
All the ships of a nation that is party to the MARPOL
convention. Also, ships operating in the territorial waters of
a nation that is party to the convention.
8. What is IMO number why is it necessary?
It is a permanent identification number for a ship that
consists of the three letters “IMO”, followed by a unique
seven digit number assigned to sea-going merchant ships
under SOLAS convention. It is applicable to cargo ships of
300 gt and above, and passenger vessels of 100 gt and
above. IMO number is assigned to the ship during
construction when the keel is laid, and it remains unique to
that ship until the ship is scrapped or destroyed. It does not
change in spite of any subsequent change in the ship’s
name, ownership, or flag. It is necessary to enhance
maritime safety and security and prevent maritime fraud.
9. How is the check digit in the IMO number calculated?
My last vessel’s (Maersk Lima) IMO number was
IMO9526875. The check digit formula is as follows:
(9x7)+(5x6)+(2x5)+(6x4)+(8x3)+(7x2)=165. The last digit
on the right in the answer is the check digit of the ship.
10. Who gives the official number?
Official number is given by the flag state.
11. Why is COR important?
Certificate of registry establishes a ship’s nationality,
measurement, and tonnage for identification purposes. It
allows the ship to operate commercially, and grants it
recognition as a vessel of a particular flag state, entitling it
to the privileges that are accorded to it under the law of that
flag state.
12. You went to Singapore to join as a master, but the
onboard master refuses to hand over, your action?
I will first enquire from the outgoing master as to his
reasons for refusal to handover, and convey the same to the
company. If the matter cannot be resolved by the
intervention of the company, I will approach the consular
officer and ask him to intercede on my behalf.
13. What is multimodal transport system?
When more than one means of transportation is present.
14. What is landbridge?
Shipment from a country to another country that passes
overland in a third country. For example, shipment from
Kobe (Japan) to Hamburg (Germany), cargo unloads at Los
Angeles (California, U.S.A.) and connects via rail to New
York (New York, U.S.A.), and then to Hamburg. The major
advantage of landbridge is the speed of shipment, based on
the fact that the traffic by land or air is generally faster than
by sea, and that the nearest distance between the two points
is a straight line. The landbridge is useful for cargo semi-
sensitive to time and cost.
15. What are P and I Clubs? What does it not cover?
P and I Clubs are protection and indemnity clubs that are
associations of ship owners to provide cover for items of
liability that are not covered by hull and machinery
insurance. These clubs operate on a “no profit, no loss”
basis and are funded by contributions from membership
owners. P and I Clubs cover: crew injury, illness or death;
injuries to passengers and stevedores; expenses in respect to
stowaways; deviation due to medical emergency; damage
to cargo due to ship owners fault; pollution damage, claims,
and compensation; removal of wreck; expenses for persons
saved at sea; fines for customs and immigration violations;
one-fourth collision liability to other vessel; liability for
damage due to contact with other objects. P and I Clubs do
not cover terrorism.
16. What is actual loss and constructive total loss?
Actual total loss means loss or damage of entire property,
which can occur in three ways: (a) all property is destroyed;
(b) all property is so damaged as to cease to be a thing of
the kind insured; and (c) the insured is irretrievably
deprived of all property, even though the property may not
be destroyed.
Constructive total loss means that the cost of repair or
replacement exceeds the policy limit.
17. What are Rules 8 to 10?
Rule 8: Action to avoid collision
Rule 9: Narrow channels
Rule 10: Traffic Separation Schemes
18. Definitions of beaching and pulling up?
Beaching: Intentional grounding of the ship, usually on a
soft surface such as a sandy beach, for the purpose of
carrying out repairs or minimizing further damage to a
vessel or for the safety of the vessel, with the intention of
re-floating the vessel.
Pulling up: Intentional grounding of the vessel in order to
avoid collision due to insufficient sea room in a head-on
situation.
19. What is the purpose of EEBD?
It is an emergency escape breathing device that provides a
limited amount of breathable air, giving the wearer enough
time to escape to a “safer” place.
20. Why does a master require port of refuge?
To stabilize his vessel.
21. What is DG?
Dangerous goods are solids, liquids, or gasses that can
harm people, other living organisms, property or the
environment. Guidelines for the safe transportation or
shipment of dangerous goods by water can be found in the
International Maritime Dangerous Goods (IMDG) code.
22. What are the amendments to IMDG?
IMDG Code Amendment 36-12, which may be used from 1
January 2013 (subject to national administration adoption)
and is mandatory from 1 January 2014. The newest version
of the IMDG Code, Amendment 37-14, will be authorized
on a voluntary basis effective January 1, 2015, and
becomes mandatory on January 1, 2016. The latest session
of the E&T Group was focused on developing amendments
for this new edition and finalizing the
corrigendum/addendum for Amendment 36-12.
23. What are the duties of master as per MLC2006?
The master, or a person authorized by the master, shall
maintain and sign the records of seafarers’ daily hours of
work or daily hours of rest. Each seafarer concerned shall
endorse his personal copy. It is the master’s obligation to
carry out on-board the ship frequent inspections to ensure
that accommodation areas and recreational facilities are
safe and in a hygienic condition. In addition, regular
inspections of the galley, storerooms, provisions and
equipment used for the handling and preparation of food
shall be carried out by or under the authority of the master.
The results of these inspections, either carried out by the
master or under his authority, shall be recorded and be
available for review, which should include evidence for
follow-up and rectifications if deficiencies are found.
Master shall ensure that the company has ensured a
procedure for logging and redressal of grievances on board.
Master shall also ensure that vessel is carries MLC and
DMLC certificates. In any case, masters should be familiar
with the requirements of the MLC 2006 and the
responsibilities with regard to its implementation.
24. With reference to the glass fitted for navigation light,
what is it made of?
It’s dioptic.
25. What was the fixed firefighting system on your last
vessel?
Water mist and CO2.
26. Which were the areas covered by the water mist system?
Purifier room, generator room, main engine, and auxiliary
boiler.
27. What is the percentage of CO2 dedicated for machinery
space?
On my last vessel the largest space was the machinery
space which required a total of 437 cylinders for a
concentration of 40% of CO2.
Additional points:
• For regular cargo spaces, requires that the quantity of
carbon dioxide provided is to be sufficient to give a
minimum volume of free gas equal to 30% of the gross
volume of the largest cargo space so protected in the
vessel. In ro-ro and cargo spaces intended for carriage
of motor vehicles with fuel in their tanks and capable
of being sealed, the minimum required concentration
is 45% of the gross volume of the space
• Machinery Spaces. The quantity of carbon dioxide gas
for fire-extinguishing for machinery spaces is to be
sufficient to give a minimum volume of free gas equal
to the larger of the following volumes, either:
i. 40% of the gross volume of the largest machinery
space so protected, the volume to exclude that
part of the casing above the level at which the
horizontal area of the casing is 40% or less of the
horizontal area of the of the space concerned
taken midway between the tank top and the
lowest part of the casing; OR
ii. 35% of the gross volume of the largest machinery
space protected, including the casing.
28. What is ERS?
ERS or emergency response service is a “paid technical
service” that is usually offered by the classification society
or some other approved third party organization. The ERS
service provider has all the construction and stability details
of the vessel entered into a computerized model. In the
event of any breach of the hull and consequent loss of
stability, the details of the flooding can be transmitted to
ERS, who with the help of their computerized model will
assist the master in determining the survivability of the
vessel.
29. What is MAS? When does MAS assist?
As per IMO Res A.950(23), coastal states are required to
establish MAS or maritime assistance services. MAS serves
as a point of contact between the coastal state and the
vessel when she is in urgent need of assistance, but is in no
immediate distress. In distress situations, MRCC (maritime
rescue coordination center) is the point of contact. MAS
also serves as a point of contact in a marine salvage
operations.
30. What is IAMSAR?
IAMSAR stands for the International Aeronautical and
Maritime Search and Rescue. This is a manual that is
jointly published by IMO and ICAO in three volumes. It
provides guidelines for a common aviation and maritime
approach to organizing and providing SAR services.
31. When does SAR take over MAS?
SAR takes over from MAS in case the vessel is in distress.
32. What is a dual class? Why do some ships have dual
class?
A dual class vessel is one which is classed by two Societies
between which there is a written agreement regarding
sharing of work, reciprocal recognition of surveys carried
out by each of the Societies on behalf of the other Society
and full exchange of information on the class status and
survey reports. For example, many Indian Flag vessels had
a dual class, such as IR and LR. This is because IRS was
not a member of the IACS until Sep 2010.
33. What is Paris MOU? Which regions does it cover?
An MOU between 27 countries, for the purpose sharing
information about vessels and their owners and operatives
for effective PSC (port state control). An MOU serves a
dual purpose: (a) it avoids unduly inconveniencing ships by
inspecting them at each and every port and (b) it forewarns
participating maritime states of substandard ships. The
Paris MOU includes the European and the North Atlantic
regions.
34. What is Resolution 787(19)?
Procedures for port state control (PSC). It has been
superseded by Resolution A.1052(27).
35. What is an unsafe vessel?
As per MSA Part IX Section 336, a ship which by reason of
defective condition of her hull, equipment, or machinery or
by reason of overloading or improper loading is unfit to
proceed to sea without serious danger to human life is
considered an unsafe ship.
36. Special certificate carried on your last vessel?
DOC for carriage of dangerous goods.
37. What maneuvering information is required on the
bridge?
As per IMO Resolution A.601(15), the following
maneuvering information should be present on board and
available to navigators: pilot card, wheel house poster,
maneuvering booklet.
Pilot card: intended to provide information to the pilot and
should describe the current condition of the ship with
regard to its loading, propulsion, maneuvering equipment
and other relevant equipment.
Wheel house poster: should be permanently displayed in
the wheel house, contain general particulars and detailed
information describing the maneuvering characteristics of
the ship.
Maneuvering booklet: contains comprehensive details of
the ship’s maneuvering characteristics and other relevant
data. It should include the information shown on the wheel
house poster, together with other available maneuvering
information.
38. What is ITC-69?
ITC stands for the international convention on tonnage
measurement of ships (1969). It aims to establish uniform
principles and rules with respect to the determination of
tonnage of ships engaged on international voyages.
39. What is hydrostatic draft?
Hydrostatic draught or true mean draught is the draught at
the center of flotation (COF). When the ship is on an even
keel, the draughts forward and aft, the mean draught, and
hydrostatic draught are the same.
40. To which vessels does GMDSS apply?
GMDSS applies to ships of 300 gt and above. It does not
apply to fishing vessels, warships, pleasure yachts not
engaged in trade, ships not propelled by mechanical means,
and ships navigating only within the Great Lakes or St.
Lawrence River.
41. What is the difference between interim certificate and
seaworthiness certificate?
When a vessel calls at a port of refuge to carry out
emergency repairs to hull or machinery, such repairs must
be inspected and approved by a Class surveyor, who will
then issue an Interim Certificate of Class. If due to lack of
availability of resources, the repairs carried out are only of
a temporary nature, so as to enable the ship to safely seek
out further repairs at a more appropriate port, the Class
Surveyor will endorse the Interim Certificate of Class
accordingly. However, if Class surveyors are unable to
attend the vessel at the port of refuge, the vessel may be
surveyed by any approved local surveyors who have been
approved by Class or P&I club. In the absence of local
surveyors, the vessel may be surveyed by an Indian
consular officer (for Indian ships), two Master Mariners, or
a Master Mariners and Chief Engineer (in case of
machinery damage). In all such cases, vessel will be issued
a Certificate of Seaworthiness that certifies that the vessel
is safe to continue her voyage.
42. What are a master’s duties on receiving a distress alert?
As per SOLAS Chapter 5 Reg. 33, (also MSA Part 11
Section 355), the master of any ship at sea which is in a
position to be able to provide assistance on receiving
information from any source that persons are in distress at
sea is bound to proceed with all speed to their assistance,
and if possible, inform them or SAR service that it is doing
so. If the ship receiving a distress alert is unable to respond
or considers it unnecessary or unreasonable to do so, the
master must enter in the log book the reasons for failing to
proceed and inform the appropriate SAR facility
accordingly.
43. What are the deck preparations that you need to do
before entering ice?
• Fire lines, deck wash lines, ballast water lines, etc. to
be drained.
• Steam supply and return lines exposed to freezing
temperatures are to be drained.
• Fresh water lines outside engine room and
accommodations should be drained.
• Precautionary placards should be posted at all the
pumps and main valves.
• Fresh water in lifeboat to be drained; additional fresh
water maybe kept nearby inside accommodation area.
• Anti-freeze or special grade diesel oil and lube oil to be
 procured for lifeboat and rescue engines.
• Bridge front washing lines to be drained.
• Ensure sufficient winter gear for crew.
• Ensure accommodation heating system is operational.
• Ensure there is sufficient de-icing salt, shovels, ice
picks, and anti-freeze.
• Ensure safety lines are rigged on deck.
• Radar scanners to be kept running and radars to be in
continuous operation.
• Nav lights to be kept on at all times.
• Steering gear pumps to kept on; turn the rudder every
30 minutes when in point.
• Ensure propeller is completely immersed.
• Switch to low-sea suction.
• Rig search lights for ice navigation.
• Maintain extra lookouts in areas that are known to have
icebergs.
• Use radar to obtain early warning of ice.
• Obtain ice reports.
• Hydraulic systems to be kept running in re-circulation
mode.
• Ice accretion on main deck and super structures can
lead to a loss of GM. This should be taken into
account and ice accretion should be avoided.
44. How to navigate in ice?
• Radar scanners to be kept running and radars to be in
continuous operation.
• Nav lights to be kept on at all times.
• Steering gear pumps to kept on; turn the rudder every
30 minutes when in point.
• Maintain extra lookouts in areas that are known to have
icebergs.
• Use radar to obtain early warning of ice.
• Obtain ice reports.
45. What is an amendment? How is an amendment enforced
in India? Latest amendments to MSA?
An amendment is a change to an existing convention. In
India, it is brought into force through an act of parliament
to amend the MSA. The two latest amendments to the
MSA:
• Part XIB: Control Of Harmful Anti-Fouling Systems
On Ships
 • Maritime Labor Convention
46. What is the ISM code? What are its recent
amendments?
The ISM code is the international safety management code
for the safe operation of ships and pollution prevention. The
ISM code is mandatory as per SOLAS Chapter 9. The
purpose of ISM Code is:
• To ensure safety at sea
• To prevent human injury or loss of life
• To avoid damage to the environment and to the ship.
In order to comply with the ISM Code, each ship class must
have a working Safety Management System (SMS). Each
SMS consists of the following elements:
• Commitment from top management
• A Top Tier Policy Manual
• A Procedures Manual that documents what is done on
board the ship, during normal operations and in
emergency situations
• Procedures for conducting both internal and external
audits to ensure the ship is doing what is documented
in the Procedures Manual
• A Designated Person Ashore to serve as the link
between the ships and shore staff and to verify the
SMS implementation
• A system for identifying where actual practices do not
meet those that are documented and for implementing
associated corrective action
• Regular management reviews
Another requirement of the ISM Code is for the ship to be
maintained in conformity with the provisions of relevant
rules and regulations and with any additional requirements
which may be established by the Company.
Each ISM compliant ship is audited, first by the Company
(internal audit) and then each 2.5 to 3 years by the Flag
State Marine Administration to verify the fulfillment and
effectiveness of their Safety Management System. Once
SMS is verified and it is working and effectively
implemented, the ship is issued with The Safety
Management Certificate. Comments from the auditor
and/or audit body and from the ship are incorporated into
the SMS by headquarters.
The requirements of the ISM Code may be applied to all
ships.
The latest amendment to the ISM code is as per
MSC.273(85). The principal changes have been made
sections 1, 5, 7, 8, 9, 10, 12, 13, and 14 of the ISM Code.
Some of the key changes are as follows:
• Contains a less strict definition of “major non-
conformity”, which previously tied “serious threat to
safety” to a “lack of effective and systematic
implementation of a requirement of the Code”. It can
now be either.
• Provides for pro-active risk assessment, with the
obligation now to assess all risks and establish
safeguards and to show in the SMS how these risks
were identified.
• Imposes a requirement for masters to “periodically”
reviewtheir vessel’s SMS and report deficiencies to
shore based management, which AMSA has
interpreted to mean “a complete review of the system
both ashore and afloat at least annually” .
• Requires that procedures for corrective action include
measures to prevent recurrence.
• Sets an annual requirement for mandatory internal
safety audits.
• Introduces a need for the company to assess the
effectiveness of its SMS in accordance with
established procedures.
47. Who prepares the agenda for the safety meeting?
Safety officer.
48. What all do you know about PSC? What is the legality
of PSC?
Port state control is the inspection of foreign ships in
national ports to verify that the condition of a ship and its
equipment comply with the requirements of international
regulations and that the ship is manned and operated in
compliance with these rules. These inspections were
originally intended to be a back-up to flag state
implantation due to the proliferation of flags of
convenience. IMO has encouraged the establishment of
regional PSC agreements based on an MOU to cover all of
the world’s oceans. The MOUs are: Paris MOU, Indian
Ocean MOU, Tokyo MOU, Black Sea MOU,
Mediterranean MOU, Riyadh MOU, Abuja MOU,
Caribbean MOU, and Vina Del Mar (Latin America). With
regard to the legality of PSC, UNCLOS Article 25
empowers states to take necessary steps to prevent breach
of conditions by vessels calling any port. Further,
Resolution A.1052(27) lays down the procedures for PSC.
49. You are the PSCO, how will you carry out PSC
inspection on a ship?
Firstly, I will obtain the history of the vessel and records of
any previous detention by any other MOU, the age of
vessel, type of vessel, classification society, and port of
registry. The physical inspection will start from the quay
side before I board the vessel. I will see the general
condition of the vessel and the condition of load line marks.
I will also check to see if the gangway is properly rigged
and manned. Upon boarding the vessel, I will check that the
proper security procedures are being followed at the
gangway. I will present the gangway watch with my ID and
state that I am here for a PSC inspection, and ask to be
escorted to the Master’s cabin. On route to the Master’s
cabin, I will take into account the general impression of the
ship and its accommodation. Once I have met and been
introduced to the Master, I will commence my inspection
by going the vessel’s certificates and the certificates of the
crew. I will also ask to look at the various logs, manual, and
files, such as the official log book, deck log book, engine
log book, SMS, GMDSS log book, LSA FFA maintenance
file, garbage log, PMS, record of rest hours, etc. Once I
have been satisfied that all is in order, I will proceed for a
general round on deck, bridge, and engine room. During
these rounds, I will observe the general condition of the
vessel and the condition of LSA FFA. On bridge, I will
verify the status of navigational and GMDSS equipment
and may check to see whether officers are familiar with
their use. In order to ascertain the emergency preparedness
of the vessel, I will go through the drill reports and drill
plans, and if I deem necessary, will ask for an emergency
drill to be conducted. Throughout the inspection, I will note
down my observations, and in case I observe any non-
compliance with the laws, I may ask for them to be
rectified.
50. Where can the guidelines be found for carrying out a
PSC inspection?
IMO Resolution A1052(27): Procedures for port state
control.
51. What do you understand by the term classification?
A classification society is a non-governmental organization
that establishes and maintains technical standards for the
construction and operation of ships and offshore structures.
The society will also validate that construction is according
to these standards and carry out regular surveys in service
to ensure compliance with the standards. To avoid liability,
they explicitly take no responsibility for the safety, fitness
for purpose, or seaworthiness of the ship.
Classification is carried out for the purpose of insurance. A
vessel that is not accepted by a class will not be able to get
insurance. Classification societies set technical rules,
confirm that designs and calculations meet these rules,
survey ships and structures during the process of
construction and commissioning, and periodically survey
vessels to ensure that they continue to meet the rules.
Classification societies are also responsible for classing oil
platforms, other offshore structures, and submarines. This
survey process covers diesel engines, important shipboard
pumps and other vital machinery. Classification surveyors
inspect ships to make sure that the ship, its components and
machinery are built and maintained according to the
standards required for their class
52. What are GRT and NRT?
GRT or gross registered tonnage means the measure of the
overall size of the ship, which is determined in accordance
with the provisions of ITC-69. GRT is determined by the
formula GT = K V, where V equals total volume of all
1

enclosed spaces of the ship in cubic meters and K is equal 1

to 0.2 + 0.02 log V. NRT or net registered tonnage means

10

the measure of the useful capacity of the ship determined in

accordance with the provisions of ITC-69. NRT is
determined by the formula NT = K V 4d + K (n + n ),
2 c
2
3 1 2

where V equals total volume of cargo spaces in cubic

c

meters, K is equal to 0.2 + 0.02 log V , K is equal to

2 10 c 3

1.25(GT + 10,000)/10,000, d is equal to molded draft

amidships in meters, n is equal to number of passengers in
1

cabins with not more than 8 berths, and n is equal to 2

number of other passengers.

53. What is Suez tonnage? Why is it different? Who issues
this certificate?
The Suez Canal is run by the Suez Canal authority, who has
their own tonnage regulation. The Suez Canal special
tonnage certificate is needed for transiting the Canal, and
contains values of Gross Register Ton (GRT) and Net
Register Ton (NRT). The certificate is a requirement by the
Suez Canal authority for calculating the “transit fees” when
using the Canal.
Suez tonnage includes deck below cargo spaces, i.e., double
bottom and upper deck and accommodation spaces.
54. What are the latest amendments to SOLAS?
1 January 2014: Entry into force of 2012 May SOLAS
amendments
Amendments to the following:
SOLAS regulation II-1/8-1, to introduce a mandatory
requirement for new passenger ships for either onboard
stability computers or shore-based support, for the purpose
of providing operational information to the Master for safe
return to port after a flooding casualty;
SOLAS regulation III/20.11.2 regarding the testing of free-
fall lifeboats, to require that the operational testing of free-
fall lifeboat release systems shall be performed either by
free-fall launch with only the operating crew on board or by
a simulated launching;
SOLAS regulation V/14 on ships' manning, to require
Administrations, for every ship, to establish appropriate
minimum safe manning levels following a transparent
procedure, taking into account the guidance adopted by
IMO (Assembly resolution A.1047(27) on Principles of
minimum safe manning); and issue an appropriate
minimum safe manning document or equivalent as
evidence of the minimum safe manning considered
necessary;
SOLAS chapter VI to add a new SOLAS regulation VI/5-2,
to prohibit the blending of bulk liquid cargoes during the
sea voyage and to prohibit production processes on board
ships;
SOLAS chapter VII to replace regulation 4 on documents,
covering transport information relating to the carriage of
dangerous goods in packaged form and the
container/vehicle packing certificate; and
SOLAS chapter XI-1 regulation XI-1/2 on enhanced
surveys, to make mandatory the International Code on the
Enhanced Programme of Inspections during Surveys of
Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code,
resolution A.1049(27)).
1 January 2013: Entry into force of May 2011 SOLAS
amendments ​
Amendments to the International Convention for the Safety
of Life at Sea (SOLAS) aimed at preventing accidents
during lifeboat launching entered into force on 1 January
2013. The amendments, adopted in May 2011, add a new
paragraph 5 to SOLAS regulation III/1, to require lifeboat
on-load release mechanisms not complying with new
International Life-Saving Appliances (LSA) Code
requirements to be replaced, no later than the first
scheduled dry-docking of the ship after 1 July 2014 but, in
any case, not later than 1 July 2019. The SOLAS
amendment is intended to establish new, stricter, safety
standards for lifeboat release and retrieval systems, and will
require the assessment and possible replacement of a large
number of lifeboat release hooks.
1 July 2012 Entry into force of 2010 amendments to
SOLAS
Amendments to SOLAS to make mandatory the
International Code for the Application of Fire Test
Procedures (2010 FTP Code). Other amendments entering
into force:
• Amendments to SOLAS regulation V/18 to require annual
testing of automatic identification systems (AIS);
• Amendments to SOLAS regulation V/23 on pilot transfer
arrangements, to update and to improve safety aspects for
pilot transfer.
• Amendments to safety certificates in the SOLAS
appendix and SOLAS Protocol of 1988, relating to
references to alternative design and arrangements.
55. What are the latest amendments to MARPOL?
1 January 2013: entry into force of July 2011
amendments to MARPOL
Annex VI energy efficiency: Amendments to MARPOL
Annex VI Regulations for the prevention of air pollution
from ships, add a new chapter 4 to make mandatory the
Energy Efficiency Design Index (EEDI), for new ships, and
the Ship Energy Efficiency Management Plan (SEEMP) for
all ships. Other amendments to Annex VI add new
definitions and the requirements for survey and
certification, including the format for the International
Energy Efficiency Certificate.
The regulations apply to all ships of 400 gross tonnage and
above. However, under regulation 19, the Administration
may waive the requirement for new ships of 400 gross
tonnage and above from complying with the EEDI
requirements. This waiver may not be applied to ships
above 400 gross tonnage for which the building contract is
placed four years after the entry into force date of chapter
4; the keel of which is laid or which is at a similar stage of
construction four years and six months after the entry into
force; the delivery of which is after six years and six
months after the entry into force; or in cases of the major
conversion of a new or existing ship, four years after the
entry into force date.
The EEDI is a non-prescriptive, performance-based
mechanism that leaves the choice of technologies to use in
a specific ship design to the industry. As long as the
required energy-efficiency level is attained, ship designers
and builders would be free to use the most cost-efficient
solutions for the ship to comply with the regulations.
The SEEMP establishes a mechanism for operators to
improve the energy efficiency of ships.
Annex VI emissions: Amendments to MARPOL Annex VI
Regulations for the prevention of air pollution from ships to
designate certain waters adjacent to the coasts of Puerto
Rico (United States) and the Virgin Islands (United States)
as an ECA for the control of emissions of nitrogen oxides
(NOX), sulphur oxides (SOX), and particulate matter under.
Another amendment makes old steamships exempt from the
requirements on sulphur relating to both the North
American and United States Caribbean Sea ECAs. The new
ECA takes effect 12 months after entry into force.
Annex IV sewage: Amendments to MARPOL Annex IV
Prevention of pollution by sewage from ships to include the
possibility of establishing “Special Areas” for the
prevention of such pollution from passenger ships and to
designate the Baltic Sea as a Special Area under this
Annex.
Annex V garbage: Revised MARPOL Annex V
Regulations for the prevention of pollution by garbage from
ships, developed following a comprehensive review to
bring the Annex up to date. The main changes include the
updating of definitions; the inclusion of a new requirement
specifying that discharge of all garbage into the sea is
prohibited, except as expressly provided otherwise (the
discharges permitted in certain circumstances include food
wastes, cargo residues and water used for washing deck and
external surfaces containing cleaning agents or additives
which are not harmful to the marine environment);
expansion of the requirements for placards and garbage
management plans to fixed and floating platforms engaged
in exploration and exploitation of the sea-bed; and the
addition of discharge requirements covering animal
carcasses.
1 August 2013: Entry into force of 2012 amendments to
MARPOL
Amendments to MARPOL Annexes I, II, IV, V and VI
which are aimed at enabling small island developing States
to comply with requirements for port States to provide
reception facilities for ship waste through regional
arrangements. Parties participating in a regional
arrangement must develop a Regional Reception Facilities
Plan and provide particulars of the identified Regional
Ships Waste Reception Centres; and particulars of those
ports with only limited facilities.
1 January 2014: Entry into force of 2010 October
MARPOL amendments
Revised MARPOL Annex III Regulations for the
prevention of pollution by harmful substances carried by
sea in packaged form adopted in order for changes to the
Annex to coincide with the next update of the mandatory
International Maritime Dangerous Goods (IMDG) Code,
specifying that goods should be shipped in accordance with
relevant provisions.
1 January 2014: United States Caribbean ECA becomes
effective
United States Caribbean Sea Emission Control Area (SOx,
NOx and PM) becomes effective, under MARPOL Annex
VI.
56. Which all ships are supposed to be insured?
Certain types of ships require compulsory maritime
insurance based on certain international maritime
conventions that apply to them:
• CLC: Oil tankers
• HNS Convention: Chemical Tankers
• Athens Convention: Passenger ships
• MLC: All Ships (?)
In addition to this compulsory insurance, certain Port states
require ships plying in their waters to obtain compulsory
insurance, such as:
• United States: OPA 90 and California State Law:
COFR
• Greece, Australia, and Sri Lanka request evidence of
liability insurance for wreck removal (Nairobi
Convention)
• Australia: Compulsory insurance for ships above 400
GT (except oil tankers covered by CLC)
• Alaska: requires evidence of insurance of oil pollution
liability for non-tanker ships over 400 GT
Although it may seems that other than these requirements,
insurance is a voluntary undertaking for most ship-owners,
the actual fact of the matter is that without adequate
insurance, ship-owners will not be able to trade as cargo
 owners will be reluctant to entrust their goods to a ship that
is not adequately insured.
57. What is place of refuge? Quote the IMO resolution
number?
When a ship has suffered an incident, the best way of
preventing damage or pollution from its progressive
deterioration is to transfer its cargo and bunkers, and to
repair the casualty. Such an operation is best carried out in a
place of refuge. However, to bring such a ship into a place
of refuge near a coast may endanger the coastal State, both
economically and from the environmental point of view,
and local authorities and populations may strongly object to
the operation.
Therefore, granting access to a place of refuge could
involve a political decision which can only be taken on a
case-by-case basis. In so doing, consideration would need
to be given to balancing the interests of the affected ship
with those of the environment.
A949(23) Guidelines On Places Of Refuge For Ships In
Need Of Assistance
58. What are the requirements for fixed firefighting system?
As per SOLAS Chapter 2, Regulation 10, a fixed fire-
extinguishing system may be any of the following systems:
• A fixed gas fire-extinguishing system complying with
the provisions of the Fire Safety Systems Code;
• A fixed high-expansion foam fire-extinguishing system
complying with the provisions of the Fire Safety
Systems Code; and
• A fixed pressure water-spraying fire-extinguishing
system complying with the provisions of the Fire
Safety Systems Code.
Where a fixed fire-extinguishing system not required by
this chapter is installed, it shall meet the requirements of
the relevant regulations of this chapter and the Fire Safety
Systems Code.
Fire-extinguishing systems using Halon 1211, 1301, and
2402 and perfluorocarbons shall be prohibited.
In general, the Administration shall not permit the use of
steam as a fire-extinguishing medium in fixed fire-
extinguishing systems. Where the use of steam is permitted
by the Administration, it shall be used only in restricted
areas as an addition to the required fire-extinguishing
system and shall comply with the requirements of the Fire
Safety System Code.
Where a fixed gas fire-extinguishing system is used,
openings which may admit air to, or allow gas to escape
from, a protected space shall be capable of being closed
from outside the protected space.
When the fire-extinguishing medium is stored outside a
protected space, it shall be stored in a room which is
located behind the forward collision bulkhead, and is used
for no other purposes. Any entrance to such a storage room
shall preferably be from the open deck and shall be
independent of the protected space. If the storage space is
located below deck, it shall be located no more than one
deck below the open deck and shall be directly accessible
by a stairway or ladder from the open deck. Spaces which
are located below deck or spaces where access from the
open deck is not provided shall be fitted with a mechanical
ventilation system designed to take exhaust air from the
bottom of the space and shall be sized to provide at least 6
air changes per hour. Access doors shall open outwards,
and bulkheads and decks, including doors and other means
of closing any opening therein, which form the boundaries
between such rooms and adjacent enclosed spaces shall be
gastight.
Pumps, other than those serving the fire main, required for
the provision of water for fire-extinguishing systems
required by this chapter, their sources of power and their
controls shall be installed outside the space or spaces
protected by such systems and shall be so arranged that a
fire in the space or spaces protected will not put any such
system out of action.
Additionally, for fixed CO2 systems:
• Distribution piping system should be of a permanent
character.
• 85% of required concentration for machinery spaces
and cargo pump rooms should be achieved in two
minutes.
• At least 50% of the required amount of gas should be
discharged in the first one minute of operation.
• CO2 pipes to cargo hold should not pass through
machinery spaces.
• All CO2 pipes within machinery space have to be
tested to 122 bar.
• Operating instructions must be displayed near remote
operating controls, distribution control valves, and the
gas cylinders.
• When access to the release compartment is locked such
 as in the CO2 room, one key should be provided
adjacent to the entrance in a marked glass front box.
• Audible alarm should be sounded prior to release of the
system.
• Alarm systems should be powered from two sources,
one of which should be an emergency source.
59. To which all ships does SOLAS Chapter 5 apply?
To all ships, except warships and ships operating only in
the Great Lakes and St. Lawrence River.
60. What are the latest amendments to COLREGS?
The 2007 amendments adopted on 29-11-2007 came into
force on 01-12-2009 replaces earlier Annex IV.
New Annex IV is as follows:
Distress signals
1) The following signals, used or exhibited either together
or separately, indicate distress and need of assistance:
a) A gun or other explosive signal fired at intervals of
about a minute;
b) A continuous sounding with any fog-signalling
apparatus;
c) Rockets or shells, throwing red stars fired one at a
time at short intervals;
d) A signal made by radiotelegraphy or by any other
signaling method consisting of the group … --- . . .
(SOS) in the Morse code;
e) A signal sent by radiotelephony consisting of the
spoken word "May-day";
f) The International Code signal of distress indicated by
N.C;
g) A signal consisting of a square flag having above or
below it a ball of anything resembling a ball;
h) Flames on the vessel (as from a burning tar barrel, oil
barrel, etc);
i) A rocket parachute flare or a hand flare showing a red
light;
j) A smoke signal giving off orange-colored smoke;
k) Slowly and repeatedly raising and lowering arms
outstretched to each side;
l) A distress alert by means of digital selective calling
(DSC) transmitted on:
• VHF channel 70, or
• MF/HF on the frequencies 2187.5 kHz, 4207.5
kHz, 6312 kHz, 12577 kHz or 16804.5 kHz;
m) A ship-to-shore distress alert transmitted by the ship’s
Inmarsat or other mobile satellite service provider ship
 earth station;
n) Signals transmitted by emergency position- indicating
radio beacons;
o) Approved signals transmitted by radio
communications systems, including survival craft
radar transponders.
2) The use or exhibition of any of the foregoing signals,
except for the purpose of indicating distress and need of
assistance and the use of other signals which may be
confused with any of the above signals, is prohibited.
3) Attention is drawn to the relevant sections of the
International Code of Signals, the International
Aeronautical and Maritime Search and Rescue Manual,
Volume III and the following signals:
a) A piece of orange-colored canvas with either a black
square and circle or other appropriate symbol (for
identification from the air);
b) A dye marker.
61. Latest edition of IMDG code? What are the recent
amendments to the IMDG code?
The IMDG Code, 2010 Edition (inc Amdt 35-10) is
currently in force from 1 January 2012. Please note that the
IMDG Code, 2012 Edition will come into force on 1
January 2014 for two years and may be applied voluntarily
as from 1 January 2013.
Latest Amendment to the IMDG Code is Amendment 36-
12. It may be used from 1 January 2013 (subject to national
administration adoption) and is mandatory from 1 January
2014. The changes include:
• There are new UN Numbers up to 3506 and some new
packing instructions, as well as many detailed changes to
the chapters and the Dangerous Goods List entries.
Stowage and Segregation
• Part 7 has been completely reorganised according to job
function. Chapters 7.1 and 7.2 contain general stowage
and segregation rules.
• Chapter 7.3 is now about loading goods into a CTU.
Chapters 7.4, 7.5, 7.6 and 7.7 apply to container ships,
ro-ro ships, general cargo ships and shipborne barges,
respectively. As before, a ship may comprise several
types of stowage space and the appropriate chapters refer
to how each space is used.
• Sources of heat: The various requirements for 'away' from
all or any sources of heat, shaded from radiant heat or
direct sunlight (except for calcium hypochlorite), sparks
 (except for UN 1327 HAY) and flame, are replaced by a
general “Protected from sources of heat”, the meaning of
which is given in 7.1.2. This includes being at least 2.4 m
from heated ship structures and for packages on deck, not
in CTUs, to be shaded from direct sunlight. Depending
on the substance and the planned voyage, it may be
necessary to reduce an on-deck CTU's exposure to direct
sunlight.
• Foodstuffs: Segregation from foodstuffs (which is now
defined in 1.2.1) has changed. 'Away from' foodstuffs
and ‘Separated from’ foodstuffs are no longer mentioned.
• Limited quantities: When in limited quantities, class 8
packing group II liquids in glass or similar inners also
need rigid intermediate packaging. Other substances in
LQ in fragile inners will need suitable intermediate
packaging when in shrink- or stretch-wrapped trays.
Three UN Numbers of class 1.4S explosives may be
consigned as limited quantities, but are still subject to the
rules of section 4.1.5.
• Explosives: Fireworks, UN 0333-7 now need a
classification reference issued by the competent
authority. There are now only five stowage categories for
explosives, and these are not the same as the present 01
to 05.
62. What problems do you face on container ships and how
will you solve them as a master?
Some of the problems that are faced on container ships
include:
• High GM. Container ships can sail out with a very
high GM. This makes the ship stiff and can cause her
to heel rapidly and overcorrect, especially during large
course alterations. With experience, I will come to
know the optimum GM limits for my ship and advise
the Chief Officer to adhere to these limits.
• Parametric Rolling. Container vessels have a
pronounced bow flare and wide beams. This makes the
ships susceptible to a phenomena known as parametric
rolling. This occurs in head or following seas when the
period of roll is half the natural rolling period of the
ship. Parametric rolling results in violent rolling
motions that can lead to damage to cargo and ship and
loss of containers. As a master, I will ensure that all
my watch keeping officers are familiar with this
phenomena and leave standing instructions to be
called in case any of these phenomena are observed.
 • Rest hours. Container vessels typically have very short
port calls and may call at multiple ports within the
course of a few days. This can adversely affect the rest
hours of all the personnel on board. In order to ensure
that my crew are adequately rested, I will ensure that
department heads carry out prior rest hour planning
and will closely monitor the rest hours. Flexible watch
arrangements and avoidance of unnecessary callouts
are some of the methods that I will use to ensure that
rest hour violations are avoided.
• Windage Area. Container vessels have a large
windage area. This has to be kept in mind when
proceeding at slow speed or berthing or unberthing in
the presence of strong wind. As a Master I will seek
prior advice as to the estimated weather conditions and
ensure that sufficient measures are taken to counteract
the influence of the wind.
63. What is the significance of damage control plan? What
are its contents?
The damage control plan, as required by SOLAS Chapter 2,
Regulation 1/19, is intended to provide a ship’s officers
with clear information on the ship’s watertight subdivision
and equipment related to maintaining the boundaries and
effectiveness of the subdivision, so that in the event of
damage to the ship causing flooding, proper precaution can
be taken to prevent progressive flooding and effective
action can be taken to mitigate and recover the ship’s loss
of stability.
As per MSC Circular 1245, the following are the items to
be included in the damage control plan:
Plan views of (1) watertight boundaries of the ship; (2)
location and arrangement of cross flooding systems and
means to correct list, along with the location of all valves
and remotes of the system; (3) location of all internal
watertight closing appliances; (4) location of all shell doors;
(5) location of all external watertight closing appliances;
and (6) location of all bilge and ballast pumps and
associated valves.
64. Why is damage control plan important on passenger
ships?
Damage control plans are important on passenger ships
because passengers have more watertight doors on the ship.
65. What are the stability criteria for cargo ships?
As per the code on intact stability, Res A749(18), a cargo
ship should meet the following criteria:
 • The area under the writing lever should not be less than
0.055 meter-radian, up to 30 degrees angle of heel, and
not less than 0.09 meter-radian, up to 40 degrees angle
of heel or angle of flooding, whichever is less.
Additionally, area under the GZ curve between 30 and
40 degrees should not be less than 0.03 meter-radian.
• The writing lever GZ should be at least 0.20 meters at
an angle of heel equal to or greater than 30 degrees.
• Maximum writing arm should occur at angle of heel,
preferably exceeding 30 degrees but not less than 25
degrees.
• Initial metacentric height GM should not be less than
0

0.15 meters.
66. What is the difference between towage and salvage?
When does towage become salvage?
The main differences between towage and salvage are as
follows:
1. Need for a contract – Under towage, the right of a
towing vessel to payment depends on contract whether
express or implied. This is not the case with salvage,
which does not depend on contract and indeed maybe
rewarded even though the master of the salved vessel
has expressly declined the offer of assistance.
2. No cure, no pay – The need for success is a
characteristic of salvage but not of towage.
3. Absence of lien – There is no maritime lien upon the
tow for the payment of the price fixed by the towage
contract, whereas a salver has a maritime lien over the
property salved.
4. Danger – While a situation of danger does not
preclude a mere towage contract, the element of
danger is crucial to a successful salvage claim.
5. Voluntariness – The service rendered must be of
voluntary character that is not under any contractual or
official duty to render assistance in the case of
salvage.
There is an implied term in the towage contract that during
the course of towage if due to some unforeseen peril the
tow is placed in danger, the towage may change to salvage.
For example, difficulty caused to due to breakage of towing
wire due to rough seas does not change towing to salvage;
however, if the towed vessel is struck by another vessel or
is damaged by an unknown underwater obstruction and is
in peril, then towage will change to salvage.
67. Resolution A741(18): What do understand by this?
International Safety Management Code or ISM Code.
68. What are the International Convention on Salvage and
the Nairobi Wreck Convention?
Nairobi International Convention on the Removal of
Wrecks (2007):
• Convention fills a gap in the existing international legal
framework by providing the first set of uniform
international rules aimed at ensuring the prompt and
effective removal of wrecks located beyond the
territorial sea.
• The convention provides a sound legal basis for coastal
states to remove from their coastline wrecks which
pose a hazard to the safety of navigation or the marine
and coastal environment.
• It makes ship-owners financially liable, and requires
them to take out insurance or provide other financial
security to cover the costs of wreck removal.
**Reason for delay of introduction of Nairobi Convention:
Many states are reluctant to allow the provisions of the
convention that relate to handling of wrecks in their
territorial seas and internal waters.
International Convention on Salvage: International
Convention on Salvage (1989) is the principle multilateral
document concerning marine salvage. It replaces the earlier
Brussels Convention on Salvage. It introduced the concept
of special compensation to be paid to salvers, who have
failed to earn a reward in the normal way.
69. What is a Code?
A code is a systematic and comprehensive compilation of
laws, rules, or regulations that are consolidated and
classified according to subject matter. Codes may be
mandatory (ISM Code, IMDG Code, etc.) or non-
mandatory (Timber Deck Cargos Code).
70. When can the certificate of class be canceled?
Class may be suspended following a decision made by the
Society when one or more of the following occurs:
• When a ship is not operated in compliance with the
Rule requirements;
• When a ship proceeds to sea with less freeboard than
that assigned;
• When the owner fails to request a survey after having
detected defects or damages affecting the class;
• When repairs, alterations or conversions affecting the
class are carried out without requesting the attendance
 of a surveyor.
In addition, class is automatically suspended:
• When the class renewal/special survey has not been
completed by its due date or within the time granted in
special circumstances for the completion of the survey,
unless the ship is under attendance by the Society’s
surveyor(s) with a view to completion prior to
resuming trading;
• When the annual or intermediate surveys have not been
completed by the end of the corresponding survey time
windows.
Suspension of class with respect to the above cases will
remain in effect until such time as the due surveys and any
other survey deemed appropriate by the Society have been
completed.
In addition to the circumstances for which automatic
suspension may apply, the class of a ship will be subject to
suspension procedures following a decision of the Society:
• When a recommendation/condition of class is not dealt
with within the time limit specified, unless it is
postponed before the due date by agreement with the
Society;
• When one or more other surveys are not held by their
due dates - or the dates stipulated by the Society also
taking into account any extensions granted;
• When, due to the nature of reported defects, the Society
considers that a ship is not entitled to retain its class
even on a temporary basis (pending necessary repairs
or renewals, etc.);
• In other circumstances where the owner fails to submit
the ship to a survey in accordance with a special
requirement.
In all cases, suspension will remain in effect until such time
as matters are rectified and the class is reinstated or class is
withdrawn.
Depending on the Society’s procedures, the suspensions of
class which are not automatic may take effect either when
they are decided by the Society or from the date when the
conditions for suspension occurred. However once the
conditions for class suspension/withdrawal are met and
before any decision by the Society can be taken, either
because the Society is not aware of the circumstances
(surveys dates, etc. are recorded but not systematically
monitored) or because the decision is not yet taken,
maintenance of class cannot generally be confirmed by the
Society during this period.
The Society will withdraw the class of a ship when:
• Requested by the owner;
• The class has been suspended for more than six
months;
• The ship is reported as a constructive total loss and the
owner does not advise his intention to repair the ship
for re-instatement of class;
• The ship is reported lost;
• The ship will not trade further as declared by its owner.
Withdrawal of class takes effect from the date on which the
circumstances causing such withdrawal occur or when it is
decided.
Notification of suspension or withdrawal: When class is
suspended or withdrawn, the Society will at the same time:
• Inform the owner, flag Administration and underwriters
(the latter at their request);
• Publish the information on its website and convey the
information to appropriate databases (Equasis, etc.).
71. Define Abandon Ship as per IMO? When will you
abandon the ship?
I will consider abandoning ship when an imminent danger
of foundering, breaking up, fire, or explosion exists, or any
other circumstances that endanger the lives of my crew if
they remain on board.
72. Loaded VLCC in night time in Malacca strait, what
lights to be displayed?
Mast head lights, side lights, stern lights, and three all-
round red lights in a vertical line.
73. How to berth starboard side when there is a current
from behind in a narrow channel?
74. What is SDR?
SDR stands for Special Drawing Rights. It is defined and
maintained by the International Monetary Fund (IMF), and
it is allocated to countries it. Private parties cannot use
SDR. The value of SDR is defined by a weighted currency
basket of four major currencies, namely, USD, GBP, Euro,
and Japanese Yen. Currently, one SDR is equal to 66USD.
75. Investigation and Casualties
Definition of marine casualty: A marine casualty is an event
that results in
• Death or serious injury in connection with operation of
a ship
• Loss of person from a ship
• Loss, presumed loss, or abandonment of a ship
 • Material damage to a ship
• Stranding, or disabling or collision
• Material damage caused in connection to the operation
of a ship
• Damage to environment
Code for investigation of marine causalities and incidents,
as amended by IMO Resolution 884(21) and 849(20):
Casualty code takes into account UNCLOS article 94,
which is flag state shall hold enquiry into certain casualties
and investigations on high seas, and UNCLOS article 2
which is when casualty occurs in TW or IW of the state, the
state has a right to investigate.
Aims of the marine casualty code:
• To promote common approach to the investigation of
marine causalities and incidents
• To promote cooperation between states in identifying
contributing factors leading to marine casualties
• To aid remedial action
• To enhance safety of seafarers and passengers
• To protect the marine environment
76. How will you know that your ship is overloaded?
I will know that my ship is overloaded when my load line is
submerged in salt water.
77. To whom all is a Master responsible?
A Master is responsible to: the owner, his crew, the flag
state of the vessel, the government issuing his certificate of
competency, and the port state.
78. You see 2 red lights right ahead?
Two red lights in a vertical line may indicate a Not Under
Command vessel that is stopped and drifting. I will check
the tide strength and direction, and pass the NUC vessel
upstream, so that the NUC vessel doesn’t drift on to me. I
will also slow down.
79. Define Collision
As per the American Law Dictionary, collision is the act of
ships or vessels striking together, or of one vessel running
against or foul of another.
As per Justice Bigham, collision when used alone without
other words means two navigable things coming into
contact.
80. What is common between Hague, HV, and Hamburg
Rules?
All are carriage of goods by sea acts.
81. How do you define a vessel in need of assistance?
As per IMO Resolution A.949(23) Places of Refuge, a ship
in need of assistance means a ship in a situation, apart from
one requiring rescue of persons on board, that could give
ruse to loss of the vessel or an environmental or
navigational hazard.
82. Difference between GRT and GT?
GT: Gross tonnage is a unit-less index related to a ship’s
over all internal volume. It is a function of the volume of all
the ship’s enclosed spaces measured to the outside of the
hull framing.
GRT: Gross register tonnage represents the total internal
volume of a vessel, where a register ton is equal to a
volume of 100 cubic feet, which if filled with fresh water
would weight around 2.8 metric tons.
GRT was replaced by GT in 1994 under the Tonnage
Measurement Convention of 1969, and is no longer a
widely used term in the industry.
83. What is the infringement of a master’s overriding
authority?
As per the ISM Code, the safety management system
(SMS) should ensure that the master has overriding
authority and responsibility to make decisions with respect
to safety and pollution prevention and to request the
company’s assistance as may be necessary.
84. OLB entry
The following entries should be made in the official log
book:
• Every conviction by a legal tribunal and the
punishment inflicted.
• Every offence committed by a member of the crew and
subsequent action taken, same to be read and
acknowledged by the crew member or refusal to
acknowledge to be put down.
• Report of quality of work by crew
• Illness
• Death
• Birth
• Marriage
• Sign on/Sign off
• Wages due to deceased seamen
• Personal effects of dead seamen
• Record of all required drills, musters, emergency
training, instructions, or inspection of LSA FFA.
• Record of occasions on which the lifeboats were swung
out and lowered.
 • Record of tests, drills, and inspection of steering gear.
• Weekly inspection of accommodation and the result
• Change of command
• Record of promotions on board
• Every case in which the allowance of provision is
reduced along with the relevant details
• Every case of drunkenness or misconduct on part of
any certified mate or engineer, whether or not the case
is investigated.
• Every important accident or damage to ship or cargo.
85. How are IMO numbers designated?
IMO ship identification numbers are assigned by IHS
Fairplay. The IMO number is assigned to a hull during
construction, generally upon keel laying.
86. What all certificates are there pertaining to ISM?
DOC – Document of Compliance (Interim DOC)
SMC – Safety Management Certificate (Interim SMC)
87. What all certificates change when the owner changes
with reference to ISM?
DOC – Document of Compliance (Interim DOC)
SMC – Safety Management Certificate (Interim SMC)
88. What is the difference between a trading and mandatory
certificate?
A mandatory is a certificate that is required by international
law for a certain type of ship, for example, DOC for
carriage of dangerous goods for containers. The certificate
of class is called a trading certificate; this is because
although it is not explicitly required by international law,
without a certificate of class a vessel will not be able to get
insurance, and thus will be unable to carry cargo.
89. What is ESP? Which ships carry this out?
Enhanced Survey Program is a service system adopted by
IMO Resolution A.744(18) in order to improve the safety
of ships and prevent oil pollution through the enhanced
survey for hull structures and piping systems. The ESP
stipulated in SOLAS Chapter XI/2, for bulk carriers, as
defined in Regulation IX/1.6, and oil tankers, as defined in
regulation II-1/2.12, shall be subjected to an enhanced
program of inspection in accordance with the guidelines
adopted by the Resolution A.744(18).
• These requirements apply to hull surveys of oil tankers,
bulk carriers, chemical tankers with integral tanks, and
double-hull oil tankers
• These requirements apply to surveys of hull structure
 and piping systems in way of cargo tanks, pump
rooms, cofferdams, pipe tunnels, voyage spaces within
the cargo area, and all ballast tanks
• The requirements are additional to the classification
requirements applicable to the remainder of the ship.
• The requirements contain the minimum extent of
examination, thickness measurements, and tank
testing. The survey is to be extended when substantial
corrosion and/or structural defect are found, and
include additional close-up surveys when necessary.
90. What are CAS and CAP?
CAS (Condition Assessment Scheme): As per Annex 1
Regulation 20 of MARPOL, CAS imposes certain pollution
prevention measures for single-hull oil tankers, older than
15 years. CAS is intended to complement the requirements
of ESP, and should be undertaken in conjunction with ESP
inspections.
CAP (Condition Assessment Program): CAP is a voluntary,
independent, and thorough verification of the actual
condition of the vessel at the time of inspection. CAP is a
quality tool for assessing the technical and functional
condition of a vessel. It describes and specifies the actual
condition on board at the time of inspection and rates the
vessel in accordance with a rating scale from 1 to 4. It is
based upon detailed inspection and function testing,
thickness and vibration measurements, and analysis and
calculations. The program is designed for tankers and bulk
carriers older than 15 years, but may also be used for other
types of tonnage at any age.
91. Important contents of the Intact Stability Booklet
As per IMO Resolution A. 749(18), Code of Intact
Stability, every ship should be provided with a stability
booklet approved by the administration, which contains
sufficient information to enable the master to operate the
vessel in compliance with the requirement of the port. The
stability booklet should include the following information:
• A general description of the ship
• Instructions on use of the booklet
• GA plans, showing watertight compartments, closures,
vents, down-flooding angles, permanent ballast,
allowable deck loadings, and freeboard diagrams
• Hydrostatic curves or tables and cross curves of
stability calculate on a free trimming basis for the
ranges of displacement and trim anticipated in normal
operating conditions
 • Capacity plan or tables showing capacities and centers
of gravity for each cargo stowage space
• Tank sounding table showing capacities, centers of
gravity, and free surface data for each tank
• Information on loading restrictions such as maximum
KG or minimum GM curve or table that can be used to
determine compliance with eh applicable stability
criteria
• Standard operating conditions and examples for
developing other acceptable loading conditions, using
the information contained in the stability booklet
• A brief description of the stability calculations done
including assumptions
• General precaution for preventing unintentional
flooding
• Information concerning the use of any special cross-
flooding fittings with descriptions of damaged
conditions which may require cross-flooding
• Any other necessary guidance for the safe operation of
the ship under normal and emergency conditions
• A table of contents and index for each booklet
• Inclining test report for the ship or of a sister ship
• Recommendation for determination of ship stability by
means of an in-service inclining test
92. What is SOLAS? What all ships is it applicable to? How
many chapters does it have?
International convention for the Safety of Life at Sea is one
of the most important international treaties concerning the
safety of merchant ships. The first version was adopted in
1914 in response to the Titanic disaster. The current version
of SOLAS is based on the 1974 convention, and has been
updated and amended on numerous occasions. The main
objective of the SOLAS convention is to specify minimum
standards for the construction, equipment and operation of
ships. Flag states are responsible for ensuring that the ships
under their flag comply with its requirements. It has 12
chapters, one appendix, and 2 annexes.
The SOLAS convention applies to all ships engaged on
international voyages, except
• Warships
• Cargo ships less than 500gt
• Ships not propelled by mechanical means
• Wooden ships
 • Pleasure yachts
• Fishing vessels
• Ships solely navigating the Great Lakes and the St.
Lawrence River
93. Define piracy?
As per article 101 of UNCLOS, piracy consists of any of
the following acts:
• Any illegal acts of violence or detention or any act of
depredation committed for private ends by the crew or
the passengers of a private ship or a private aircraft
and directed
o On the high seas
o Against another ship or aircraft
o Outside the jurisdiction of any state
• Any act of voluntary participation in the operation of a
pirate ship or aircraft.
• Any act of inciting or of intentionally facilitating an act
of piracy.
94. What is Marine Evacuation Service?
A marine evacuation system (MES) is a lifesaving device
found on many modern passenger ships consisting of an
inflatable slide or escape chute where passenger can
evacuate straight into waiting life rafts. MES's are common
on high speed craft, where weight and evacuation times
must be kept to a minimum, although many conventional
ferries and cruise ships are now fitting MES's to
complement or replace lifeboats.
95. Where do you get the guidelines for port of refuge?
IMO resolution A.943(23) gives Guidelines on Places of
Refuge for Ships in Need of Assistance.
96. How as a Master will you decide a port of refuge?
The selection of a port of refuge will depend on a number
of factors:
• The reason for seeking port of refuge – repairs to hull
or machinery, procuring provisions, water, or bunkers,
protection from rough weather, shifting of cargo, or
peril to the vessel.
• The port of refuge should be selected such that it is
able to fulfill the needs of the vessel as above.
• Consideration must also be taken into account as to
whether the vessel is able to reach the intended port of
refuge without further putting into peril the safety of
the ship or the marine environment.
• The facilities at the port of refuge should be taken into
 account and should be sufficient to fulfill the
requirements of the vessel.
• Any local port state requirements that may preclude the
vessel from seeking sanctuary in the intended port of
refuge should be kept in mind.
• Vessel should have sufficient fuel to safely reach port
of refuge.
• The vessel should have the necessary charts and
publications.
• Whether the vessel can safely enter the port, remain in
it, and safely exit it.
• Repair facilities and cost of repairs.
• Crew repatriation facilities. Medical facilities to deal
with any medical emergency.
• Availability of spares, stores, provisions, bunkers, and
fresh water.
• Availability of accredited Class/P&I surveyors.
• Immigration requirements. Can company’s
representative or surveyors be flown in from outside to
attend the ship at short notice.
• Port free of war, strikes, civil commotion?
After deciding POR:
• Inform owner, charterer, agent at original destination
and give them the reasons to enter POR.
• Consult with underwriter.
• State requirements at POR.
• Inform agent at POR.
• Inform port authorities.
• Contact with P & I club at POR.
97. Seaman died on board, make a log entry.
As per the MSA, the death of the seaman must be reported
to the next of kin, shipping master, and the company. The
following should be entered in the official log book:
• Details of the incident/illness that resulted in the death
of the seaman
• Amount of money and details of the other effects of the
deceased seaman
• Statement of sum due in wages and any deductions
98. What is damage stability booklet?
The damage control plan and damage control booklet,
which are required by SOLAS regulation II 1/19, are
intended to provide ships’ officers with clear information
on the ship’s watertight subdivision and equipment related
to maintaining the boundaries and effectiveness of the
subdivision so that, in the event of damage to the ship
causing flooding, proper precautions can be taken to
prevent progressive flooding through openings therein and
effective action can be taken quickly to mitigate and, where
possible, recover the ship’s loss of stability.
MSC Circular 1245 provides guidelines on the information
that is to be provided in the damage stability booklet.
The damage control booklet should include general
instructions for controlling the effects of damage, such as:
• Immediately closing all watertight and weather tight
closing appliances;
• Establishing the locations and safety of persons on
board
• Sounding tanks and compartments to ascertain the
extent of damage and repeated soundings to determine
rates of flooding
• Cautionary advice regarding the cause of any list and
of liquid transfer operations to lessen list or trim
• The resulting effects of creating additional free
surfaces and of initiating pumping operations to
control the ingress of water.
The booklet should contain additional details to the
information shown on the damage control plan, such as the
locations of flooding detection systems, sounding devices,
tank vents and overflows, pump capacities, piping
diagrams, instructions for operating cross-flooding systems,
means of accessing and escaping from watertight
compartments, and alerting ship management and other
organizations to stand by and to co-ordinate assistance, if
required.
Results of the subdivision and damage stability analyses
should be provided to assist ship’s officers in estimating the
ship's relative survivability. The guidance should identify
criteria on which the analyses were based
99. Which all authorities can limit ship trading areas?
Class, charterer, and flag state.
100. What is visibility criteria?
IMO visibility criteria defined as per SOLAS Chapter 5,
Regulation 22:
• Vessel’s 55m length and above.
• View of sea surface from conning position
• Not obscured by more than 2L or 500m, whichever less
• From forward of bow to 10° on either side
 • Blind sector forward of beam due to cargo or cargo
gear not to exceed 10°.
• Total arc of such blind sectors not to exceed 20°
• Horizontal field of vision from conning position: right
ahead to 22.5° abaft the beam on either side
• From steering position: right ahead to 60° on either
side
• Ship side visible from bridge wing
• Bridge front windows to be angled from vertical plane
not less than 10° and not more than 25°.
101. Guide to helicopter operation.
Whenever any helicopter operations are to be carried out on
board my vessel, I will refer to my company’s guidelines
and procedures and the ICS guide to helicopter ship
operations. The following points should be kept in mind:
• Predicted weather conditions should be such as to
safely enable ship/vessel helicopter operations.
• Landed or winching area should safely permit the
helicopter operation.
• Only twin engine helicopters must be used when the
winching area is adjacent to accommodation spaces.
• Winching areas should be clear of obstructions, well-
lit, in a position that minimize the effect of air
turbulence, and capable of being illuminated by
downward facing floodlights at night.
• A wind pennant should be hoisted so as to be clearly
seen by the pilot.
• Communication should be established between the ship
and helicopter prior to the operation on the agreed
communication channels.
• Deck party for landing operations should consist of a
responsible person in charge in constant
communication with the bridge and four other
personnel wearing fire protective suits.
• The following fire-fighting equipment should be kept
in readiness:
o At least 2 DCP extinguishers, of not less than
45kg in total
o Fixed or portable foam application system
o CO2 extinguishers with aggregate capacity not
less than 18kg
o At least two fire hoses to be rigged with dual
purpose nozzles
 o Fire resistant blankets and gloves
• The following additional safety equipment should be at
hand:
o Large axe
o Crow bar
o Wire cutter
o Red emergency signal or torch
o Marshaling batons
o First aid equipment
• The deck party must be briefed on the safety
procedures to be followed during helicopter
operations. In particular, personnel are to be instructed
that any line sent from the helicopter is to be allowed
to touch the ship’s structure prior to being touched to
prevent static discharge. Also, line sent from the
helicopter must not be made fast to any structure on
the ship in case of winching operations.
102. What is the difference between Hamburg and Hague
Visby rules?
The difference between the Hamburg and Hague Visby
rules are as follows:
• Hague Visby rules did not provide for contracts of
carriage, not covered by bills of lading.
• Provisions of Hague Visby rules were weighted
unfairly in favor of the carrier and ship-owner at the
expense of cargo interests
• Limits of liability: Hague Visby rules provide for a
limit of liability of 666.67 units and Hamburg rules
provide for 835 units per package or 2 kg of gross
weight of the goods, whichever is higher.
• Cargo which is carried on deck is not considered as
goods within the Hague Visby rules; this is not so in
the Hamburg rules.
• Hague Visby rules absolve the carrier from
responsibility where a deviation is made for the
purpose of saving life or property. Hamburg rules do
not provide for deviation.
• Hague Visby rules has no provisions for delay;
according to Hamburg rules, carrier is liable for delay
and delivery.
• Period of responsibility of the carrier under Hague
Visby rules is from tackle to tackle, and under the
Hamburg rules the period of responsibility has been
extended from port to port.
103. Range of sound signal of vessel of less than 20m?
As per COLREGS Annex III:
Length of vessel (m) ​ ​Audible Range (NM)
200m or more ​ ​ ​ ​2 NM
75 m or more but less than 200m ​1.5 NM ​
20m or more but less than 75 m ​ ​1 NM
Less than 20 m ​ ​ ​ ​0.5 NM

1. Ship on fire off Maldives, how will u transmit a distress

alert?
Maldives Coastguard is responsible for SAR activities
around the water of Maldives. It is based in Male, the
capital of Maldives. The coastguard maintains a continuous
listening watch on VHF Ch 16 and 2187.5 kHz.
If my ship is on fire off Maldives, I will transmit a distress
alert using VHF and MF DSC, giving the ships details
including position and nature of distress. Additionally, I
will supplement the DSC alert by voice broadcasts on VHF
Ch 16 and on 2182 kHz. I will also send out a distress alert
via Inmarsat C.
2. Changes incorporated in the LOF 2011?
• Details of LOF Awards to be published on Lloyd’s
web-site
• LOFs must be notified to Lloyd’s
• LSSA Clauses include security for Arbitrator’s and
Appeal Arbitrator’s Fees
• Special Provisions for Salved Cargo consisting of
Laden Containers
3. DPA of your last ship?
Mr., Aslak Ross
As per ISM Code Reg. 4, every Company must designate a
peron or persons ashore with direct access to the highest
levels of management. The responsibility and authority of
DPA includes 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.
4. Requirements for fixed FF CO2 system?
For regular cargo spaces, requires that the quantity of
carbon dioxide provided is to be sufficient to give a
minimum volume of free gas equal to 30% of the gross
volume of the largest cargo space so protected in the vessel.
In ro-ro and cargo spaces intended for carriage of motor
vehicles with fuel in their tanks and capable of being
sealed, the minimum required concentration is 45% of the
gross volume of the space
As per SOLAS Chpt II-2/Reg. 10:
Machinery Spaces. The quantity of carbon dioxide gas for
fire-extinguishing for machinery spaces is to be sufficient
to give a minimum volume of free gas equal to the larger of
the following volumes, either:
a. 40% of the gross volume of the largest machinery
space so protected, the volume to exclude that part
of the casing above the level at which the horizontal
area of the casing is 40% or less of the horizontal
area of the of the space concerned taken midway
between the tank top and the lowest part of the
casing; OR
b. 35% of the gross volume of the largest machinery
space protected, including the casing.
Additionally, for fixed CO2 systems:
• Distribution piping system should be of a permanent
character.
• 85% of required concentration for machinery spaces
and cargo pump rooms should be achieved in two
minutes.
• At least 50% of the required amount of gas should be
discharged in the first one minute of operation.
• CO2 pipes to cargo hold should not pass through
machinery spaces.
• All CO2 pipes within machinery space have to be
tested to 122 bar.
• Operating instructions must be displayed near remote
operating controls, distribution control valves, and the
gas cylinders.
• When access to the release compartment is locked such
as in the CO2 room, one key should be provided
adjacent to the entrance in a marked glass front box.
• Audible alarm should be sounded prior to release of the
system.
• Alarm systems should be powered from two sources,
one of which should be an emergency source.
5. What are Rotterdam rules?
The Rotterdam rules (or United Nations Convention on
Contracts for the International Carriage of Goods Wholly or
Partly by Sea) is a treaty comprising international rules that
revises the legal and political framework for maritime
carriage of goods. It establishes a modern, comprehensive
and uniform legal regime, governing the right and
obligations of shippers, carriers, and consignees. The aim
of the convention is to extend and modernize international
rules already in existence by updating and replacing
provisions of the Hague, Hague Visby, and Hamburg rules.
The Rotterdam Rules will enter into effect when 20
countries ratify that treaty. As of 9 August 2011, there are
24 signatories to the treaty. India has not signed the
Rotterdam Rules. Upon entry into force of the convention
for a country, it should denounce the conventions governing
the Hague-Visby Rules as well as the Hamburg Rules as the
convention does not come into effect without such
denouncements.
Some salient point of the Rotterdam rules:
• While the Hague and Hague Visby rules emphasize the
production of bill of lading as a basis of contract, the
Rotterdam rules refer to transport documents or
electronic transport records.
• Rotterdam rules are so designed so as to be easily
applied to contracts of a multimodal nature that
include a sea leg.
• Rotterdam rules cover rules door-to-door carriage
transactions.
• Under Rotterdam rules, the carrier’s responsibility with
respect to seaworthiness is not only before and at the
beginning of the voyage, but continues throughout the
voyage.
• The Rotterdam rules provide for liability of the carrier
in instances of delay and allow for the compensation
for economic loss arising from such delay.
• The Rotterdam rules provide for 875 units of account
per package or 3 units of account per kilo, whichever
is higher: those are the limits of liability of the
Rotterdam rules.
• Rotterdam rules enforce a two-year limit for submitting
claims.
6. What was the need for Rotterdam rules?
Rotterdam rules were required for the following reasons:
• Existing rules (Hague, Hague-Visby, Hamburg) did
not properly cover the multimodal transport of
goods. Rotterdam rules are so designed so as to be
easily applied to contracts of a multimodal nature
that include a sea leg.
• They extend the carrier’s responsibility with respect
to seaworthiness to all stages of the voyage.
 • They extend coverage from door-to-door instead of
from port-to-port or tackle-tpo-tackle.
• They promote the use of electronic bills of lading
which leads to faster and more flexible transactions.
• They allow for volume contracts.
7. Changes that were included in Resolution A.1052(27)?
Resolution A.1052(27) Procedures for Port State Control
was introduced in Nov 2011. It supersedes the previous
resolution A.882(21). Some of the changes that were
included in this resolution include:
• There has been a wholesale update to the text (as
opposed to insertions and deletions used in resolution
A.882(21)), including major organizational changes.
• Initially res.787 had 6 chapters and 7 appendices and
40 cert., but as per Res 1052 there are 5 chapters and
18 appendices and a list of 60 certificates.
• New Addition Appendix 16: Format for the report of
contravention of MARPOL (article 6)
• Changes to Appendix 17: Comments By Flag State On
Detention Report
• There have been the following additions to Appendix
18: List of Instruments Relevant to Port State Control
Procedures:
o International Tonnage Certificate 1969
o LRIT Conformance test report
o International Ship Security Certificate
o Ballast water management plan
o Antifouling paint convention
o Principles of Safe Manning
o MARPOL Annex 6
o Ballast water Management
8. What is a Preliminary inspection?
A preliminary inspection is a cursory look at the condition
and operation of the ship to get an initial idea of whether
the ship is functioning safely and complies with the various
international conventions. A PSC inspector normally boards
a ship and carries out a preliminary inspection. If he is
satisfied, he limits his inspection. However, if he has reason
to believe that there is a lacuna in the normal functioning
on board, he is bound to carry out an in-depth analysis of
the management system on board towards safety of ship
and personnel and protection of marine environment. This
is called a survey.
9. Difference between LOF 95 & LOF 2011?
The differences between LOF 95 and LOF 2011 include:
• Details of LOF Awards to be published on Lloyd’s
web-site.
• LOFs must be notified to Lloyd’s.
• LSSA (Llyods Standard Salvage Agreement)
Clauses now include Security for Arbitrator’s and
Appeal Arbitrator’s Fees
• Special Provisions for Salved Cargo consisting of
Laden Containers
• LOF is now on a single A4 Sheet. LSSA clauses are
on separate sheets.
10. Contents of chapter 2 & chapter 9 of SOLAS?
Chapter II-1: Construction - Structure, subdivision and
stability, machinery and electrical installations
• Part A – General: Consists of Application and
definitions
• Part A-1 - Structure of ships: Reg 3-1 to 3-11
• Part B - Subdivision and stability: Reg 4-General
• Part B-1 – Stability: Reg 5 to 8-1
• Part B-2 - Subdivision, watertight and weathertight
integrity: Reg 9 to 17-1
• Part B-3 - Subdivision load line assignment for
passenger ships: Reg 18 Assigning, marking and
recording of subdivision load lines for passenger
ships
• Part B-4 - Stability management: Reg 19-25
• Part C - Machinery installations: Reg 26 to 39
• Part D - Electrical installations: Reg 40 to 45
• Part E - Additional requirements for periodically
unattended machinery spaces: Reg 46 to 54
• Part F - Alternative design and arrangements: Reg 55
Chapter II-2: Construction - Fire protection, fire detection
and fire extinction
• Part A – General: Application, functional
requirements, definitions
• Part B - Prevention of fire and explosion: Reg 4 to 6
• Part C - Suppression of fire: Reg 7 to 11
• Part D – Escape: Reg 12 to 13
• Part E - Operational requirements: Reg 14 to 16
• Part F - Alternative design and arrangements: Reg 17
• Part G - Special requirements: Reg 18 to 23
Chapter IX: Management for the safe operation of ships
 • Reg 1: Definitions
• Reg 2: Application
• Reg 3: Safety management requirements
• Reg 4: Certification
• Reg 5: Maintenance of conditions
• Reg 6: Verification and control
11. Latest amendments of ISM code?
The latest amendment to the ISM Code is as per resolution
MSC.353(92) which will come into force on 1 Jan 2015.
st

The salient points of the amendments are:

• 6: Resources and Personnel: “The Company should

ensure that each ship is:
o appropriately manned in order to encompass
all aspects of maintaining safe operations on
board*
• 12: company verification, review and evaluation:
o "12.2 The Company should periodically verify
whether all those undertaking delegated ISM-
related tasks are acting in conformity with the
Company's responsibilities under the Code."
• The following new paragraph is added to the foreword
of the publication of the Code: "The footnotes given in
this Code are inserted for reference and guidance
purposes and do not constitute requirements under the
Code. However, in accordance with paragraph 1.2.3.2,
all relevant guidelines, recommendations, etc. should
be taken into account. In all cases the reader must
make use of the latest versions of the referenced texts
of the document specified in a footnote, bearing in
mind that such texts may have been revised or
superseded by updated material."
• Footnotes have been added to the following terms to
refer to the following:
o Procedures concerning observed ISM Code
major non-conformities (MSC/Circ.1059-
MEPC/Circ.401)
o Harmonization of Contingency Planning (IMO
Resolution A.852(20)
o Guidance on near-miss reporting (MSC-
MEPC.7/Circ.7)
o Revised list of certificates and documents
required to be carried on board ships
 (FAL.2/Circ.127, MEPC.1/Circ.817 and
MSC.1/Circ.1462)
12. Definition of MSA?
An act to foster the development and efficient maintenance
of an Indian mercantile marine in a manner best suited to
national interest.
13. Latest 2013 Amendments of MSA code?
The Antifouling Paints Convention has been incorporated
into MSA Chapter XIB on 18 Mar 2013. Amendments to
incorporate MLC has been produced in Rajya Sabha on
19th Aug 2013.
14. Contents of CSC 1972 (International convention for
safe containers)?
• Article I. General obligation
• Article II. Definitions
• Article III. Application
• Article IV. Testing, inspection, approval and
maintenance
• Article V. Acceptance of approval
• Article VI. Control
• Article VII. Signature, ratification, acceptance,
approval and accession
• Article VIII. Entry into force
• Article IX. Procedure for amending any part or parts
of the present Convention
• Article X. Special procedure for amending the
Annexes
• Article XI. Denunciation
• Article XII. Termination
• Article XIII. Settlement of disputes
• Article XIV. Reservations
• Article XV. Notification
• Article XVI. Authentic texts
• Annex I: Regulations For Testing, Inspection,
Approval And Maintenance Of Containers
• Annex II: Structural Safety Requirements And Tests
15. Synchronous rolling? Action to counteract the same?
Synchronous rolling occurs when the natural rolling
period of the ship coincides with the encounter wave
period, resulting in large rolling motions of the ship. In
other words, ship’s rolling period become synchronous or
resonant with the encounter wave period. When this
occurs, ship will heel over and in extreme cases, roll over
 beyond her angle of vanishing stability, causing it to
capsize.
The encounter wave period is the period in which the
ship meets the waves (period of pitching of the ship in
seconds) and is dependent on the wave velocity, ship’s
speed, and relative heading of the ship to the seas. The
natural rolling period of the ship depends on the shape of
the underwater portion of the ship and GM .T

To reduce or offset synchronous rolling, any of the

following or combination of the following actions may
be taken:
• Change the heading of the ship so that there is a
change in the encounter wave period.
• Alter the ship’s speed until synchronism no longer
exists.
• Natural rolling period of the ship may also be altered
by changing the weight distribution on board such
as through transfer of ballast or consumables.
16. Pirates have boarded – action as master?
• Follow procedures as set down in the Ship Security
Plan.
• Sound the emergency alarm. Instruct all personnel to
proceed to the Citadel. If vessel does not have a
citadel, all personnel to proceed to designated safe
muster point and head count to be taken.
• Activate SSAS, if not already done so. Transmit
distress message on VHF, MF/HF DSC, and
Inmarsat-C.
• Ensure AIS is switched on.
• Disable bridge controls for engine and steering.
Allow engine room to take over controls. If Engine
room or bridge is to be abandoned, reduce speed
and try to take all way off.
• Proceed immediately to the Citadel taking additional
radios, rations, and water as possible.
• Keep calm. Instruct all crew to remain calm and
docile and offer no resistance.
In the event of military action:
• All personnel should keep low to the deck and cover
their head with both hands, with hands visible. On
no account should personnel make movements
which could be misinterpreted as being aggressive.
• Do not use flash photography.
• Be prepared to be challenged on your identity. Brief
 and prepare ship’s personnel to expect this and to
cooperate fully during any Naval/Military action
onboard.
• Be aware that English may not the working language
of all Naval/Military forces in the region.
17. What do you understand by bills of lading?
A bill of lading is a document signed by a carrier his
representative and issued to the shipper as evidence of
receipt of goods for shipment to a specified designation
and person. A bill of lading serves three functions:
• It is evidence of the terms of a contract of
affreightment.
• It is evidence of the shipment of goods.
• It is a document of title.
18. What do you understand by clear grounds?
As per IMO Resolution A.1052(27): Procedures for Port
State Control:
Clear grounds: Evidence that the ship, its equipment, or
its crew does not correspond substantially with the
requirements of the relevant conventions or that the
master or crew members are not familiar with essential
shipboard procedures relating to the safety of ships or the
prevention of pollution.
Clear grounds" to conduct a more detailed inspection
include:
i. the absence of principal equipment or arrangements
required by the applicable conventions;
ii. evidence from a review of the ship's certificates that
a certificate or certificates are clearly invalid;
iii. evidence that documentation required by the
applicable conventions and listed in appendix 12 is
not on board, incomplete, not maintained or falsely
maintained;
iiii. evidence from the PSCO's general impressions
and observations that serious hull or structural
deterioration or deficiencies exist that may place at
risk the structural, watertight or weathertight
integrity of the ship;
v. evidence from the PSCO's general impressions or
observations that serious deficiencies exist in the
safety, pollution prevention or navigational
equipment;
vi. information or evidence that the master or crew is
not familiar with essential shipboard operations
relating to the safety of ships or the prevention of
 pollution, or that such operations have not been
carried out;
vii. indications that key crew members may not be
able to communicate with each other or with other
persons on board;
viii. the emission of false distress alerts not followed
by proper cancellation procedures; and
ix. receipt of a report or complaint containing
information that a ship appears to be substandard.
19. What checks and maintenance for CO2 system for 10 yr
old vessel?
MSC Circular 1318 gives Guidelines for The
Maintenance And Inspections Of Fixed Carbon Dioxide
Fire-Extinguishing Systems. In addition to the checks
specified in this circular, I will follow the procedures laid
down by my Flag State, Company’s procedures and
manufacturer’s instructions:
• Monthly inspections: At least every 30 days a
general visual inspection should be made of the
overall system condition for obvious signs of
damage.
• Annually:
o Boundaries of protected space to be inspected
for modifications
o All cylinders visually inspected
o System piping to be visually inspected.
Nozzles to be checked for obstructions.
o Manifold and flexible discharge hoses
inspected.
o All entrance doors to protected space to close
properly and have warning signs.
o Remote release controls to have clear
operating instructions.
• During each intermediate, periodical or renewal
survey:
o High pressure cylinders and pilot cylinders to
be weighed. Cylinders with less than 90% of
nominal charge to be refilled.
o Discharge piping and nozzles should be tested
to verify that they are not blocked.
• Every 2 years:
o All activating heads should be removed from
the cylinder valves and tested for correct
functioning.
 o Manual pull cables that operate the remote
release controls should be checked to verify the
cables and corner pulleys are in good condition
and freely move.
o All cable components should be cleaned and
the cable connectors should be properly
tightened.
• Every 10 years:
o At least 10% of the total number of cylinders
provided should be subjected to an internal
inspection and hydrostatic test.
o If one or more cylinders fail, a total of 50% of
the onboard cylinders should be tested.
o Flexible hoses should be replaced at the
intervals recommended by the manufacturer
and not exceeding every 10 years.
20. What checks will you do for CO2 system for 20 yr old
vessel?
In addition to the checks mentioned above, all cylinders
to be pressure tested, with subsequent pressure test every
5 years.
21. Chapters of MLC 2006 and all you know about MLC?
• 16 Articles
• 5 Titles:
o Title 1:Minimum requirements for seafarers to
work on a ship
o Title 2:Conditions of employment
o Title 3:Accommodation, recreational facilities,
food and catering
o Title 4:Health protection, medical care,
welfare and social security protection
o Title 5:Compliance and enforcement
–certification
• Appendices:
o Appendix A5-I, A5-II, and A5-III
o Appendix B5-I
Maritime Labour Convention (MLC) is drafted in four
layers. The layers consists of :
• Articles
• Regulations
• Code Part A (mandatory)
• Code Part B (non-mandatory guidelines)
Regulations and codes are organized under 5 titles.
Objectives:
• To establish decent working and living conditions for
all seafarers worldwide.
• To ensure that governments and ship owners are
committed to establishing decent working and living
conditions for seafarers.
• To put control and enforcement mechanisms in place
to ensure there is a level playing field.
• To set minimum standards to address the health,
safety and welfare of seafarers in areas such as:
o Conditions of employment
o Accommodations
o Recreational facilities
o Food and catering
o Health protection
o Medical care
o Welfare and social protection issues
Key Characteristics of MLC:
• Consolidates and updates 68 existing ILO
instruments
• Promotes a flexible approach to implementation
through national „substantial equivalences‟,
alternatives and exemptions thus promoting early
ratification by ILO Member States.
Titles:
Title 1: Minimum requirements for seafarers to work
on a ship: The minimum requirements set out in this
section of the code are divided in 4 parts and are
summarized below:
• Minimum age requirements: the minimum age is 16
years (18 for night work and work in hazardous areas).
• Medical fitness: workers should be medically fit for the
duties they are performing. Countries should issue
medical certificates as defined in the STCW (or use a
similar standard).
• Training: Seafarers should be trained for their duties as
well as have had a personal safety training.
• Recruitment/placement services located in member
states or for ships flying the flag of member states
should have (amongst others) proper placement
procedures, registration, complaint procedures and
compensation if the recruitment fails
Title 2: Employment conditions: The Title on
employment conditions lists conditions of the contract
and payments, as well as the working conditions on
ships.
• Contracts: the contract should be clear, legally
enforceable and incorporate collective bargaining
agreements (if existent).
• Payments: Wages should be paid at least every
month, and should be transferrable regularly to
family if so desired.
• Rest hours: rest hours should be implemented in
national legislation. The maximum hours of work in
that legislation should not exceed 14 hours in any
24-hour period and 72 hours in any seven-day
period, or: at least ten hours of rest in any 24-hour
period and 77 hours (rest) in any seven-day period.
Furthermore the daily hours of rest may not be
divided into more than two periods and, at least six
hours of rest should be given consecutively in one
of those two periods.
• Leave: Seafarers have a right to annual leave as well
as shore leave.
• Repatriation: Returning to their country of residence
should be free
• Loss: If a ship is lost or foundered, the seafarers
have a right to an unemployment payments.
• Manning: Every ship should have a sufficient
manning level
Title 3: Accommodation, Recreational Facilities, Food
and Catering: The title specifies rules detailed rules for
accommodation and recreational facilities, as well as
food and catering.
• Accommodation: Accommodation for living and/or
working should be "promoting the seafarers' health
and well-being". Detailed provisions (in rules and
guidelines) give minimum requirements for various
types of rooms (mess rooms, recreational rooms,
dorms etc.).
• Food and Catering: Both food quality and quantity,
including water should be regulated in the flag state.
Furthermore, cooks should have proper training.
Title 4: Health Protection, Medical Care, Welfare and
Social Security Protection: Title 4 consists of 5
regulations about Health, Liability, Medical care, Welfare
and Social security.
• Medical care on board ship and ashore: Seafarers
should be covered for and have access to medical
care while on board; in principle at no cost and of a
quality comparable to the standards of health care
on shore. Countries through which territory a ship is
passing should guarantee treatment on shore in
serious cases.
• Shipowners' liability: Seafarers should be protected
from the financial effects of "sickness, injury or
death occurring in connection with their
employment". This includes at least 16 weeks of
payment of wages after start of sickness.
• Health and safety protection and accident
prevention: A safe and hygienic environment should
be provided to seafarers both during working and
resting hours and measures should be taken to take
reasonable safety measures.
• Access to shore-based welfare facilities: Port states
should provide "welfare, cultural, recreational and
information facilities and services" and to provide
easy access to these services. The access to these
facilities should be open to all seafarers irrespective
of race, sex, religion or political opinion.
• Social security: Social security coverage should be
available to seafarers (and in case it is customary in
the flag state: their relatives).
Title 5: Compliance and Enforcement: Title 5 sets
standards to ensure compliance with the convention.
The title distinguishes requirements for flag states and
port states.
• Flag states: Flag states (the state under which flag
the ship operates) are responsible for ensuring
implementation of the rules on the ships that fly its
flag. Detailed inspections result in the issue of a
"Certificate of Maritime Compliance", which should
always be present (and valid) on a ship. Ships are
required to have decent complaints procedures in
place for its crew and should institute investigations
in case of casualties.
• Port States: The inspection in ports depends on
whether a Certificate of Maritime Compliance is
present (and thus a flag is flown of a country which
has ratified the convention). If the Certificate is
present, compliance is to be assumed in principle,
 and further investigations only take place if the
certificate is not in order or there are indications of
non-compliance. For ships that don't have the
certificate, inspections are much more detailed and
should ensure -according to a "no more favorable
treatment principle"[5] that the ship has complied
with the provisions of the convention. The
convention is thus -indirectly- also valid for ships of
non-member countries if they plan to call to ports of
a member state.
• Labour agencies: Agencies supplying on maritime
workers to ships should also be inspected to ensure
that they apply the convention (amongst others the
regulations regarding to social security).
22. Which regulation talks about IAMSAR in SOLAS?
SOLAS Chapter V, Regulation 21: International Code of
Signals and IAMSAR Manual.
• All ships that are required to carry a radio installation
shall carry the International Code of Signals
• All ships shall carry an up-to-date copy of Volume 3 of
IAMSAR.
DEEPAK KAPOOR (the official nightmare: the key for
passing with Captain Kapoor is confident body language,
talk confidently and a little loudly. If you impress him in
your knowledge of MSA, he will definitely consider you.
No need to mug up any rules for him or any resolution
numbers. Practical answers and MSA in detail. Go
through all the survey certification properly, including
SOLAS Chapter 2-1, 2-2)
**Also for actions in emergency, you need to protect owner’s
interests. Don’t rattle out checklists & who will do what next
time. You are owner’s representative. Attain the same level of
confidence in your knowledge about Indian law. Good luck!
1. Went through my forms and saw the company contract letter
copy, asked me what is CBA and what agreement did I sign
the last time?
Collective Bargaining Agreement is a tri-party agreement
between the employer, employee, and representative of a
trade union. It regulates the terms and conditions of
employees in their workplace, their duties and the duties of
the employer. My agreement was signed with the Hong Kong
Seamen’s Union and my employer.
2. What are a Master’s statutory duties as per MSA?
Seaworthiness, Part V: Registration of Indian Ships
• Section 37: Endorsement on Certificate of Registry of
 Name of Master on every change of Master.
Part VII: Seamen and Apprentices
• Section 100: Agreements with crew – The master of
every Indian ship, except home trade ship of less than
200 gt, shall enter into an agreement with every seaman
whom he engages as one of his crew. Agreement shall
contain the following terms:
o Name of ship
o Nature and duration of intended voyage
o Number and description of crew
o Capacity in which seaman is engaged
o Amount of wages
o Scale of provisions
o Scale of warm clothing and additional provisions
to be provided in cold regions
o Regulations as to conduct on board and fines and
punishments for misconduct
o Payment for compensation for personal injury or
death
o Repatriation procedures
• Section 125: Master to deliver account of wages – Before
paying off or discharging seaman, Master shall deliver a
full account of his wages and deductions to seaman or
shipping master.
• Section 126: Disrating of seaman – When Master disrates
a seaman, cause to be entered in OLB and a copy
furnished to the seaman.
• Section 131: Master to give facilities to seamen of
remitting wages – When seaman so desires, Master to
provide him with facilities for remitting any part of his
balance of wages to savings bank or a near relative.
• Section 152: Master to take charge of the effects of
deceased seaman – If any seaman or apprentice dies on
aboard, Master shall notify shipping master of his death
and take charge of the money and effects belonging to
him. Following particulars to be entered in OLB:
o Statement of amount of money
o Detailed description of other effects
o Statement of sum due in wages along with any
deductions.
• Section 168: Ships to have sufficient provisions and water
– All Indian ships shall have sufficient provisions and
water of good quality as per the scale. Master shall not
 use provisions and water of bad quality.
• Section 177: Inspection by Master of provisions, water,
and accommodation at sea – At least once every 10 days
inspection to be made of provisions and water and crew
accommodation. Statement of result of inspection to be
entered in a book specially kept for the purpose.
• Section 196: Entry of Offences in Official Log Book – An
entry of any offence committed by a member of the crew
shall be entered in OLB and signed by Master, mate and
one of the crew. Offender to be furnished with a copy of
the entry and his reply noted. Any response furnished by
offender to be entered and signed as well.
• Section 197: Reporting of desertions and absence without
leave – when a seaman engaged outside or on Indian ship
deserts or absents himself in India without leave, the
master shall report the same to the shipping master
within 48 hours.
• Section 198: Entries and certificates of desertion abroad –
in case desertion is made from an Indian ship while it is
out of India, master shall enter it in the OLB, and
produce it to the nearest Indian consular officer. Consular
officer will certify a copy of the entry. The certified copy
should be transmitted to the shipping master.
• Section 208: Hand over documents to successor on
change of Master – Successor on assuming command
shall enter in the OLB a list of documents so given to
him.
• Section 212: Official logs to be kept and updated – on
every Indian ship, except a home trade ship of less than
200gt.
• Section 214: Entries required to be made in OLB –
Master to make the following entries:
o Every conviction by a legal tribunal and the
punishment inflicted.
o Every offence committed by a member of the crew
and subsequent action taken, same to be read and
acknowledged by the crew member or refusal to
acknowledge to be put down.
o Report of quality of work by crew
o Illness
o Death
o Birth
o Marriage
o Sign on/Sign off
 o Wages due to deceased seamen
o Personal effects of dead seamen
o Record of all required drills, musters, emergency
training, instructions, or inspection of LSA FFA.
o Record of occasions on which the lifeboats were
swung out and lowered.
o Record of tests, drills, and inspection of steering
gear.
o Weekly inspection of accommodation and the
result
o Change of command
o Record of promotions on board
o Every case in which the allowance of provision is
reduced along with the relevant details
o Every case of drunkenness or misconduct on part
of any certified mate or engineer, whether or not
the case is investigated.
o Every important accident or damage to ship or
cargo.
• Section 216: Delivery of Official logs to shipping masters
– within 48 hours after ship’s arrival to her final port of
destination in India or discharge of the crew, whichever
earlier.
​Part IX: Safety
• Section 334: Unseaworthy not to be sent to sea – every
master of Indian ship who knowingly takes it to sea in
such unseaworthy state that the life of any person is
likely to be endangered shall be guilty of an offence
unless he proves that her going to sea in such a state was
reasonable and justifiable.
Part X: Collisions, Accidents at sea, and Liabilities
• Section 348: Duty of Master to Assist – In any case of
collision between two ships it is the duty of the Master:
o To render assistance to the other vessel as is
necessary to save them from danger caused due to
the collision and to stay by the other vessel until it
is ascertained that it has no further need of
assistance.
o To give to the Master of other vessel name of own
ship, port of registry, last port and destination.
These actions must be carried out only so far as they do
not out into danger his own ship, crew, or passengers.
• Section 349: Collision to be entered in official log and
signed by Master, mate, and one of the crew.
 • Section 350: Report to the Central Government – Any
accident that results in loss of life or injury, material
damage affecting seaworthiness, or alteration of
machinery that does not correspond with particulars
given in certificates shall be reported to Central
Government within 24 hours.
Part XI: Navigation
• Section 354: Danger to Navigation – Master of Indian
ship meeting with dangerous ice, dangerous derelict,
TRS, any danger to navigation shall send information by
all means at his disposal to nearest coastal state and to all
ships in vicinity.
• Section 355: Obligation to render assistance on receiving
distress signal – Master of any Indian ship on receiving at
sea a signal of distress or information from any source
that a vessel is in distress must proceed at all speed
towards the vessel in distress unless:
o He is unable to do so due to special circumstances
o He considers it unnecessary or unreasonable to do
so
o He is released from such obligation.
If he considers it unnecessary or unreasonable to do so,
he must make a statement in the Official Log Book.
3. How would you implement ISM in a dry dock?
Implementing ISM Code in a dry dock:
• Ensure company’s safety and environment policy is
complied with. Additionally, dockworkers will have
their own safety policies which will have to be complied
with.
• Ensure risk assessment is carried out for all relevant
tasks and required control procedures are in place,
including permits to work.
• Discuss all safety and operational aspects with the dry
dock safety representative. Discuss your company’s
requirements and procedures related to safety and come
up with a mutual plan.
• Ensure emergency scenarios are discussed and prepared
for and procedures for firefighting, rescue, explosion,
evacuation, etc are agreed upon.
• During the daily meeting, delegate tasks to the various
officers for the day. This is also the time to carry out
risk assessment for the jobs that are to be carried out
and to issue permits, discuss safety concerns, etc.
• Ensure methods for disposal of waste generated in the
 dry dock are agreed upon and are keeping in line with
the company’s environmental policy.
• No smoking signs to be posted and adhered to.
**I told him delegate duties to officers, safety meeting,
checklist before commencing work, prepare for survey and
all…but he told me specifically as per ISM. Wanted to hear
emergency preparedness, ensure safety and environment
protection policy maintained, safe operations, etc.
4. What are the key rules in ROR according to you?
Rules 5, 6, 7, and 8; and for master, Rule 2.
5. Anchor vessel right ahead, what action and which rule?
Rule 8: Alter port or starboard, but pass from stern and not
from ahead to avoid fouling with anchor.
6. Master’s obligation in T/C?
• Prepare vessel for loading
• Provide a seaworthy ship
• Check designated port is safe port and within
geographical limits mentioned in the charter party
• Load, handle, stow, carry, and discharge properly.
7. What all will you bear in mind when preparing a stowage
plan as a master?
I will check the proposed stowage plan for the following:
• I will check the intended voyage of the vessel to
determine which loadline zones the vessel will be going
through, and ensure that the appropriate loadline
(summer, winter, or tropical) is not submerged as per the
proposed plan.
• I will check that the localized stresses (SF, BM, and TM)
are not exceeded, keeping in mind company procedures
and estimated weather conditions for the proposed
voyage.
• I will check that the stability criteria comply with the
Code of Intact Stability and any procedures set down by
the company.
• I will check that stowage of IMDG cargo is as per DOC
for carriage of dangerous goods.
• I will ensure that IMDG manifests for all DG to be
loaded as present on board and have been signed by me.
• I will check that IMO visibility criteria are complied
with.
8. When will you consult an Indian consular officer?
• For application for provisional certificate of registry in a
port outside India
• For inspection of provisions and food in a foreign port
 • To report any offence or misconduct in a foreign port
• To obtain certificate of seaworthiness
• In case you have been sent to take over a vessel outside
India and the Master refuses to hand over.
9. How will the new MLC affect your CBA?
• MLC gives the seafarer the right to a collective
bargaining agreement (CBA).
• Applicable CBAs should be incorporated in the
employment agreement.
• Copy of the applicable CBA shall be available on aboard
for the seafarers to review their conditions for
employment.
• MLC Guideline B2 sets recommended calculation of
payment at 1 ¼ times basic pay to seafarers when
transiting HRAs. This should be included in the CBA.
• Upon completion of employment seafarers have the right
to be repatriated home at no cost to themselves.
• CBA should ensure that ship-owners provide prompt
medical attention and have adequate measures for
addressing seafarer medical care.
• CBA must include terms of financial support to the
seafarer in cases of sickness, injury or death that occurs
during the course of employment.
• Seafarer has the right to be paid regularly and in full, at
least monthly in accordance with CBA.
• CBA should define the normal working hours and set
down the overtime rate, in case of work beyond working
hours.
• Maximum hours of work or minimum hours of rest
should be defined in the CBA. Normal working hours
are 8 hours of day, with one day of rest per week.
• Maximum hours of work
o Not more than 14 hours in any 24 hour period
o Not more than 72 hours in any 7 day period
• Minimum hours of rest
o At least 10 hours in any 24 hour period
o At least 77 hours in any 72 hour period
o Hours of rest cannot be divided into more than 2
period, one of which should be at least 6 hours
• Days of rest and public holidays to be specified.
• No deductions can be made from pay, including fees for
obtaining employment, unless agreed to in CBA.
10. How as a master will you implement ISM on board?
 • My main aim will be to develop a safety culture on
board
• I will conduct safety drills and training to ensure people
are prepared for an emergency
• I will conduct safety meetings and discuss safety
circulars.
• I will conduct management meetings
• I will ensure safe operation in accordance with
procedures in the SMS
• I will ensure that safety checklists are complied with at
all times.
• PMS: I will take regular rounds on deck and ensure that
maintenance is carried out as per schedule
• I will ensure that critical equipment is identified and well
maintained.
11. What are a master’s duties at sea?
The master is the company’s representative on board. His duty
is to command the vessel in accordance with national and
international rules and regulations and with the company’s
policies and procedures.
1) safety, navigation etc
2) Legal
3) Crew Welfare
• I will ensure that the ship is seaworthy
• Ensure safety of crew, ship, and environment
• Report dangers, derelicts, TRS, etc.
• Assist persons and crafts in distress
• Provide assistance in case of collision
• Ensure proper execution and monitoring of passage plan
• Ensure proper provisions, water, and accommodation for
all crew
• Conduct regular inspections of accommodations,
provisions, and water
• Ensure compliance with rest hours, and records are
maintained of the same
• Ensure all certificates of vessel and crew are up-to-date
and in order
• Ensure wages of crew are paid every month as per CBA
or agreement
• Ensure SMS is implemented on board; all safety
procedures as laid down in the SMS to be followed and
any accidents or near misses to be reported
• Ensure periodic reviews of the SMS
 • Ensure flag state and class is informed when required of
any incidents or accidents
• Prepare standing and daily orders
• Ensure charts, navigation manuals etc. are available on
board and up-to-date
• Ensure that amount of bunkers, provisions, and water are
sufficient for the intended voyage
• In port: Ensure that loading and unloading of cargo is
performed in accordance with applicable rules,
instructions, and contracts
• Ensure all embarked personnel receive appropriate
medical care
• Crew welfare
12. How do you ensure as master that the crew agreement is
followed on board?
• Payment allotment and advance of crew wages: ensure
paid every month
• When discharging crew, true account of his wages paid
and deduction done
• In case of any injury or accident ensure medical
compensation given
• Hours of rest, work. and overtime are complied with
13. You are coming out of port with pilot on board, and pilot
has to be dropped at fairway buoy duties strong currents?
Master has legal command at all times and the pilot is merely
there in an advisory capacity. I will monitor the maneuvers
carried by pilot and check that proper helm and engine orders
are given. I will ensure that speed and course are adjusted to
counteract the strong current. I will ensure that the position
of the vessel is monitored at all times and consider using
counter helm and more speed to counteract the current. Prior
to the pilot disembarking, I will ask the pilot about any
expected vessel traffic in the vicinity that may be of concern.
14. Your vessel is grounded under pilotage: Action?
• I will follow the contingency plan on board for
grounding
• Stop engines
• Raise the alarm; all personnel to be mustered and head
count taken and reported
• Any injured or missing personnel to be attended to
• Send reports to coastal authorities, owners, charterers
and P & I
• Note letter of protest to pilot
 • Instruct C/O to carry out sounding of all bilges and
ballast tanks to determine if there any hull damage and
ingress of water
• Over side soundings to be taken to obtain an idea of the
depths and nature of seabed
• Determine tidal levels and estimate if vessel can be
safely re-floated at high tide
• Seek assistance from the local authorities and tugs
• Ensure that no pollution has been caused as a result of
the grounding; in case of pollution, take steps to
minimize and restrict the pollution; send appropriate
reports to port state, owners, and P & I; seek assistance
from local agencies to limit and clean pollution, if it is
not possible to do so solely by the use of on board
resources
• In case of hull rupture and flooding, determine the
survivability of the vessel through the use of the damage
stability booklet; obtain assistance from ERS; consider
asking for salvage
15. Is this a case of general average?
No, since general average requires extraordinary sacrifice or
expenditure that is intentionally and reasonably made for the
common safety for the purpose of preserving from peril the
property involved in a common maritime adventure. An
exception where general average could be declared is if the
engines and anchor are used to re-float the grounded vessel
resulting in damage to hull and machinery.
16. What if you are stranded?
Yes. Then it is general average. In the case of stranding, the
following activities come under general average:
• Cost of tugs engaged to pull ship off the strand
• Jettisoning of cargo to re-float stranded vessel
• Loss of freight on jettisoned cargo
• Cost of discharging part cargo into barges to lighten the
vessel
17. Who pays for salvage?
The owners pay for salvage as per LOF and SCOPIC. The P
& I clubs cover this payment.
18. If there is pollution, then who will pay?
For pollution from laden oil tankers, it is covered under
International Convention on Civil Liability for Oil Pollution
Damage (CLC) and Fund convention.
For non-tankers over 1000 GT, Bunker CLC will apply
(India has not ratified Bunker Convention).
19. PSC detained, you as a master are not happy; action?
If an owner or operator wishes to make an appeal about a
detention decision, then in the first instance they should use
the official national procedures of the Port State that issued
the detention notice within 30 days. A complaint with the
relevant details may also be sent to the vessels flag State or
recognized organization. The flag State, or recognized
organization may then ask the port State to reconsider its
decision to detain the ship. The port State will investigate the
detention decision, and inform the Flag State of the outcome.
If the flag State disagree with outcome of the ports States
ruling, they may request for a review by the MOU’s
Detention Review Panel.
20. Wreck Removal, duties of master?
• Master to inform affected state without delay that the
ship has been involved in a marine casualty resulting in
a wreck
• Master to prepare a report consisting of name and
business place of owner, precise location of wreck, type
size and construction of wreck, nature of damage to and
condition of wreck, nature and quantity of cargo in
particular any hazardous and noxious substances, the
amount and types of oil including bunker oil and lub
oils onboard.
21. Safcon survey preparation?
​Before SAFCON survey, following items to be checked:
• Structural strength of the vessels is good. No part of
deck or hull is badly corroded.
• Watertight doors are in good condition. Remote and local
controls are working properly.
• Bilge pumping and drainage conditions are in good
condition.
• Condition of electrical equipment and installation
• Emergency sources of electrical power
• Electric and electro-hydraulic steering gears
• Precautions against shock, fire and other hazards of
electrical origin
• Fire protection arrangements, fixed and portable
firefighting equipment are well maintained and in good
operating condition
• Condition of boilers and machinery
• Means of going astern
• Shaft
 • Boiler feed system in good condition
• Steam pipe systems in good condition
• Air pressure systems are in good condition
• Cooling water systems are in good condition
• Fuel, lubricating and other oil systems are in good
condition
• Means of communication are in good condition (between
bridge and steering room, bridge and local maneuvering
station)
• Anchor chain and cables
• Means of escapes are well maintained and in good
condition
• Means of stopping machinery
• Shutting off fuel suction pipes
• Closing of watertight opening
• Condition of hatch covers, container sockets, cell guides,
and cargo holds
• Arrangements for UMS ships – alarms, shutdowns etc.
22. How is the MLC beneficial to a Master?
• Flag state takes the responsibility of crew rights
• Master just has to implement MLC onboard, by ensuring
valid DMLC 2, DMLC1, and SOC of MLC on board
23. How will a master implement MLC?
Master can implement MLC on board, by ensuring valid
DMLC 2, DMLC1, and SOC.
24. SEQ survey preparation
LSA:
• Muster list updated and posted in conspicuous position
• Lifejacket donning instructions posted in conspicuous
positions
• Emergency stations and exits directed by arrows
• Lifeboats and associated equipment are maintained and
in good condition
• Life raft serviced annually and marked as per SOLAS
• Launching instructions of all survival crafts are
displayed near the craft
• No. of lifebuoys are as per SOLAS. Their markings,
symbols, life lines, smoke signals are in good condition
• Bridge pyrotechnics are adequate and in good condition
as per SOLAS
• Emergency lights and general alarms are in good
condition
 ​ FA:
F
• Fire control plans displayed in conspicuous places
• Copies of fire plans are available in fire wallet
• Fire detection system in good condition
• Main and emergency fire pumps in good condition
• Fire hoses, nozzles, fire hose boxes in good condition
and stowed properly
• International shore connection in proper place and
location marked properly
• Fixed fire extinguishing system in good condition
• Portable fire extinguishers in good condition, properly
maintained, marked as per SOLAS
• Fire main system, isolating valves, hydrants in good and
operational condition
• Location of fireman’s outfit marked. All associated
equipment is adequate as per SOLAS and in good
condition
• Number of fireman’s outfits, BA sets, air bottles are
adequate as per SOLAS and in good condition
​OTHER ITEMS:
• Navigation lights, shapes, sound signaling appliances in
good condition
• Magnetic compass in good condition, and deviation
curve, compass error book are properly maintained
• Radar, arpa, echo sounder, gyro compass, position fixing
instruments, log, ROTI in good condition
• Adequate and up to date charts and publications are
onboard
• Pilot ladder in good condition
25. Certificate of class preparation?
A Special Survey or Class Renewal Survey is carried out
every 5 years to renew the Classification Certificate.
• The Master must provide the necessary facilities for a
safe execution of the survey
• Tanks and Spaces are to be safe for access, i.e. gas freed,
ventilated and illuminated.
• In preparation for survey and thickness measurements
and to allow for a thorough examination, all spaces are
to be cleaned including removal from surfaces of all
loose accumulated corrosion scale
• Sufficient illumination is to be provided
• Where soft or semi-hard coatings have been applied, safe
 access is to be provided for the surveyor to verify the
effectiveness of the coating and to carry out an
assessment of the conditions of internal structures which
may include spot removal of the coating.
• For Overall Survey, means are to be provided to enable
the surveyor to examine the hull structure in a safe and
practical way.
• For Close-up Surveys, one or more of the following
means for access, acceptable to the Surveyor, is to be
provided:
o Permanent staging and passages through structures
o Temporary staging, e.g. ladders, and passages
through structures;
o Lifts and movable platforms.
o Boats or rafts.
o Other equivalent means.
• Survey at sea or anchorage may be undertaken when the
Surveyor is fully satisfied with the necessary assistance
from the personnel onboard and provided the following
conditions and limitations are met:
o Surveys of tanks by means of boats or rafts is at
the sole discretion of the attending Surveyor, who
is to take into account the safety arrangements
provided, including weather forecasting and ship
response in reasonable sea conditions. Appropriate
life jackets are to be available for all participants.
The boats or rafts are to have satisfactory residual
buoyancy and stability even if one chamber is
ruptured. A safety checklist is also to be provided.
An oxygen-meter, breathing apparatus, lifeline and
whistles are to be at hand during the survey. For oil
tankers and chemical tankers an explosimeter is
also to be provided.
o A communication system is to be arranged
between the survey party in the tank and the
responsible officer on deck. This system must
include the personnel in charge of ballast pump
handling if boats or rafts are to be used.
o Surveys of tanks by means of boats or rafts will
only be permitted for the under deck areas of tanks
when the coating of the under deck structure is in
GOOD condition and there is no evidence of
wastage. The only exception to this, at the
discretion of the Surveyor, is where the depth of
 under deck web plating is 1.5 m or less.
Alternatively, rafting may be used if a permanent
means of access is provided in each bay to allow
safe entry and exit. This means of access is to be
direct from deck via a vertical ladder and a small
platform fitted approximately 2 m below deck.
Where these conditions are not met, then the under
deck area will require to be staged for survey.
26. Tonnage certificate, what is the need?
The International Tonnage certificate determines the tonnage
of the ship. This tonnage is used for determining a number of
important items such as:
• Taxes and port dues may be based on the tonnage of
ships.
• Various international regulations specify the requirements
for different types of ships based on tonnage.
• Compulsory insurance to comply with CLC is also based
on tonnage.
• Certain ports may base the number of tugs required,
number of pilots, or other restrictions based on tonnage.
• Fees for transiting canals and inland waterways are often
determined based on the tonnage of a vessel.
27. Un-berthing as Master?
• Ensure pre-departure checks have been carried out as per
Company’s procedures including steering gear and
bridge/engine room checks.
• Passage plans to have been prepared from berth-to berth
and verified by you.
• Pilot card has been prepared.
• Cargo work has been completed and all paperwork
carried out by Chief Officer.
• Drafts verified and final printout of stability condition
received and verified by you.
• Engine room has been given notice as required.
• Port clearances received and other local port formalities
have been completed.
• Weather forecasts have been obtained for the proposed
voyage.
• IMDG manifests received for all DG cargo loaded on
board and same have been signed by you.
• All crew are present on board and passports/seamen’s
books verified.
• Lashing of all cargo has been completed and verified by
 Chief Officer.
• Tugs have been ordered based on the Pilot’s advice, port
requirements, company procedures, and prevailing
conditions.
• Pilot boarding arrangements have been prepared and
checked by a responsible officer.
• Stowaway search has been carried out and all stevedores
have disembarked.
Once the pilot has boarded and vessel is ready for departure,
following to be carried out:
• Stations to be announced and all personnel to proceed to
their designated stations.
• Communications between bridge, mooring stations, and
ECR to be tested.
• Mooring winches to be put off auto tension mode and to
be tested.
• Main engines, bow and stern thruster to be tried out.
• Tugs to be made fast.
• Anchors to be ready to let go in case of an emergency.
28. Ship station license contents, validity?
• Issuing Authority
• Validity: 1 year
• Name of registered owner or operator
• Name of Ship
• Call Sign
• MMSI Number
• Sea Areas
• Equipment
• Type
• Power
• Class of Emission
• Frequency Bands
• Other Equipment
• Date and place of Issue
• Signature and Stamp of Issuing Authority
• Date of Renewal
29. In Time Charter, what you will do as a master in loading?
Before loading be thorough with time charter terms and
conditions and check if we can load that particular cargo, check
loading temp, carriage requirements n all n speak whatever
comes to your mind.
30. Grounding at Indian Port; action as Master?
 • Stranding on the Indian coast is defined as a shipping
casualty under MSA Part XII Section 358.
• The master of any ship involved in a shipping casualty
shall immediately give notice to the officer appointed in
this behalf by the central government.
**Further actions as per Q14.
31. Construction requirements for COLREGS?
As per COLREGS Annex I:
• Mast head lights:
o For a power-driven vessel greater than 20 meters
in length and greater than 6 meters in breadth, the
minimum height of forward mast head light is 12
meters above the hull.
o Aft mast head light should be at least 4.5 meters
higher the forward one.
o Vertical separation of mast head lights to be such
that in all normal conditions of trim, the aft light
will be seen over and separate from the forward
light at a distance of 1000 meters from the bow
when viewed from sea level.
o Mast head lights to be so placed as to be above
and clear of all other lights and obstructions
o Horizontal distance between mast head lights shall
not be less than half the length of the vessel, but
need be more than 100 meters
o Forward light shall be placed not more than one-
fourth the length of the vessel from the bow
• Side lights:
o Side lights shall be placed at a height above the
hull not greater than three quarters of the forward
mast head light.
o Side lights shall not be placed in front of the
forward mast head lights; they shall be placed at or
near the side of the vessel
o Side lights of vessels more than 20 meters in
length to be fitted with in-board screens, painted
matt black
• When rules prescribed two or three lights carried in a
vertical line, they shall be:
o Spaced not less than 2 meters apart
o Lowest of these lights shall be placed at a height
of not less than 4 meters above the hull, expect for
a towing light
o When three lights are carried they shall be equally
 spaced
• Anchor lights:
o Forward anchor light shall not be less than 4.5
meters above the aft one
o On a vessel of greater than 50 meters length,
forward anchor light at height of not less than 6
meters above the hull
• Maneuvering lights:
o Shall be placed in the same fore and aft vertical
plane as the mast head lights
o Minimum height of 2 meters vertically above the
forward mast head lights
32. Licensing of Indian Ship?
As per MSA Part XI, control of Indian ships and ships
engaged in coasting trade:
• Section 404: Application – applies to sea-going ships
fitted with mechanical means of propulsion not less than
150 gt
• Section 406: Indians ship to be licensed – no Indian ship
or other ship chartered by a citizen of India or Indian
company to be taken to sea without license granted by
DG shipping
o License may be (1) general license (2) license for
coasting trade of India (3) license for specified
period of voyage
• Section 410: No port clearance until license is produced –
customs collectors shall not grant port clearance to ship
33. Preparation for SMC survey?
1. CERTIFICATES AND DOCUMENTS: Ensure
• All required classification, statutory and other
trading certificates are readily available.
• A copy of company’s valid DoC with endorsements
for annual verification is available.
• A valid SMC is available.
• The name, company ID number, and address of the
company must be the same on SMC and DoC.
• All ISM manuals, procedures and instructions are
available in the latest versions.
• A copy of company’s SEP policy is available.
• All records required by the ISM procedures are
available and completed as required.
• Ship’s library, documentation and manuals are valid,
complete and available as applicable and as required
 by the procedures and the Flag.
• The relevant procedures, instructions and records
must be in the working language of the crew.
• All officers and crew should have access to the
relevant procedures and instructions, including the
LSA and FFA training manuals that should be
available in the officers and crew lounges.
• It is recommended that notice board are kept up to
date to highlight safety bulletins, procedural
changes, contact details, work and rest hours and
other relevant information.
2. SYSTEM MANAGEMENT: The effectiveness of the
SMS is to be analyzed and reviewed. Opportunities for
improvement of the system are to be identified and
implemented. The following are some of the key aspects
to achieve this:
• The Master’s Reviews are carried out as required
and relevant identified action items are addressed.
• Internal audits are held as required by the SMS, at
intervals not exceeding twelve months. Reports are
to be made available on board.
• External audits are held as required by the ISM code.
Reports are to be made available on board.
• Procedures for reporting non-conformities,
accidents, incidents and near misses, analysis and
follow-up are implemented. Required corrective and
preventive actions are carried out and verified for
satisfactory implementation.
• All identified risks to its ships, personnel and the
environment are assessed and appropriate
safeguards established. Evidence of the risk
assessments needs to be available.
3. RESOURCES AND PERSONNEL: Ensuring that
personnel are competent, qualified, medically fit, well
rested and fully familiar with their duties and
responsibilities is a key aspect of an effective safety
management system.
• The number of personnel meets the requirements of
the Minimum Safe Manning Certificates.
• STCW certification is available as required for all
personnel in originals (CoC, Flag State
endorsements, or evidence of application for same /
Confirmation of Receipt of Application and ship
type specific endorsements).
 • Medical fitness certificates are available for all
personnel in originals.
• Evidence that crew members have received
familiarization and other required training.
• Crew members are familiar with: - the company’s
safety and environmental protection policy- their
duties and responsibilities as identified SMS-
officers are familiar with the identity, duties and
contact details of the Designated Person Ashore
(DPA).
• All personnel can communicate effectively in the
working language of the ship or another language
readily understood.
• Work and rest hours are as required and accurate
records are available.
• Master’s responsibility and authority is clearly
defined, documented and understood.
4. INSPECTION AND MAINTENANCE:
• Inspection and preventative maintenance of all
equipment, machinery and structures are carried out
as required by the Management System.
• Maintenance and inspection routines are carried out
by competent officers / personnel and under
supervision of heads of department.
• All Life Saving Appliances and Fire Fighting
Equipment are in good working condition and ready
for immediate use.
• Records of inspection, maintenance, testing and
calibration are readily available
• Identified defects and deficiencies are acted on
promptly and their status is controlled, including the
appropriate follow up.
• Defects and deficiencies have been reported to the
company, class society, flag administration,
Recognized Organization and/or port authorities as
necessary.
• Sufficient spare parts are available in accordance
with the requirements of the management system
for the safe operation of the vessel.
• The status of requisitions is controlled.
• Housekeeping, cleanliness and hygiene are
satisfactory in all areas.
• Equipment and technical systems, the sudden
 operational failure of which may result in hazardous
situations, has been identified and the maintenance
is carried out as required and sufficient spare parts
are available.
5. EMERGENCY PREPAREDNESS:
• Procedures are available for all potential emergency
situations.
• The Muster List is up to date and meets SOLAS
requirements as per CH III Reg. 37.
• Fire Control plans are up to date and reflect the
equipment onboard. Fire plans are identical in all
locations.
• All personnel are familiar with: - the alarm signals-
their muster station- their duties in case of an
emergency.
• A program for Drills and Exercises is in place
(Including all identified potential emergency
situations).
• Drills and exercises are held and documented as
required.
• Drills and exercises are relevant, reviewed on
completion and learning points are identified.
• All emergency equipment is well maintained and
ready for use.
• Emergency escapes are free from any obstruction.
• Emergency contact details for the company are
readily available.
• Emergency contact details for the port – including
Agent, P&I Club, Port control/Harbor Master,
Pollution control and emergency services are readily
available.
6. SHIPBOARD OPERATIONS:
• Procedures are available for all key shipboard
operations.
• Responsibilities and duties are clearly assigned to
qualified personnel.
• All personnel are familiar with their duties and
responsibilities.
• Procedures are implemented effectively and records
maintained as required.
34. Prepare for Safety Radio Survey
Refer to Form-R, attached with the certificate. It contains the
survey items.
 Following items to be in good operational condition:
• VHF radio telephony
• VHF DSC
• MF/HF radio telephony, NBDP
• MF/HF DSC
• INMARSAT
• NAVTEX receiver
• EGC receiver
• EPIRB, battery expiry date
• SART, battery expiry date
• Two way VHF radio telephony apparatus
• Main and Emergency sources of power
• Battery, battery charging system
• General operator’s certificate
• GMDSS log book
35. IOPP Form A & B: Contents. Prepare for IOPP certificate.
Preparation for IOPP survey
1. ORB properly filled up and endorsed
2. ODMCS in good working condition
3. OWS and filtering equipment in good working condition
4. Pumping and piping systems are in good working
condition
5. SOPEP is updated and endorsed
6. Anti-pollution gear is sufficient
IOPP Certificate contents:
• Particulars of Ship
• Type of Ship
• Validity of Certificate
• Date of Issue of Certificate
• Signature and Stamp of Surveyor
• Place for endorsement of Annual, Intermediate surveys
IOPP Form A (For non-tankers):
• Particulars of Ship
• Equipment for control of oil discharge from machinery
space bilges and oil fuel tanks:
o Carriage of ballast water in fuel tanks (Y/N)
o Type of oil filtering equipment fitted with details
o Approval standards for the fitted equipment
• Details of holding tanks for the retention of oily bilge
water
• Details of tanks for the retention of sludge
• Means for disposal of residue from sludge tanks
 • Details of SOPEP
• Any Exemptions
IOPP Form B (for tankers only).
36. Does ROR apply to War Ships?
COLREGS Rule 1: Application states that, “These Rules shall
apply to all vessels upon the high seas and in all waters
connected therewith navigable by seagoing vessels.” Thus,
these rules apply to all ships big or small including small
yachts, fishing vessels and warships – as long they sail on the
seas.
37. ISM related duties of Master.
• Implementing the safety and environmental-protection
policy of the Company;
• Motivating the crew in the observation of that policy;
• Issuing appropriate orders and instructions in a clear and
simple manner
• Verifying that specified requirements are observed; and
• Periodically reviewing the safety management system
and reporting its deficiencies to the shore-based
management.
38. Casualty investigation.
As per MSA notes in Notebook.
39. What surveys will be carried out on 20-year-old Bulk
Carrier?
• Special survey (Class)
• Enhanced survey Program (ESP)
40. Freeboard assignment for Type B Ship?
All ships (with certain exceptions) are required to be
surveyed and marked with permanent load line markings in
accordance with the International Convention on Load Lines,
1966 as modified 1988. The principle purpose of load line
assignment is to ensure that the ship always has sufficient
reserve buoyancy and intact stability when proceeding to sea.
The following ships are not required to have load lines
assigned:
• Warships;
• New ships of less than 24 meters in length;
• Existing ships of less than 150 tons gross;
• Pleasure yachts not engaged in trade, and;
• Fishing vessels.
**Freeboard: The freeboard assigned is the distance
measured vertically downwards amidships from the upper
edge of the deck line to the upper edge of the related load
 line.
Type “A” ships
• Tankers, tank barges, & similar designs, only to carry
liquid cargoes in bulk
• High integrity of exposed deck, cargo tanks with only
small access openings closed by watertight gasketed steel
(or equivalent) covers
• Low permeability of loaded cargo tanks
Type “B” ships
• Ships that are not Type A
• Type B ships are assigned bigger freeboards (less
favorable).
• However, certain Type “B” ships may qualify for reduced
freeboards (more favorable).
Type “B” reductions: (B – 60; B – 100)
• If L > 100 m, loaded, will be afloat after flooding of any
compartment/s, excluding the machinery spaces
• If L > 150 m, same, but including machinery spaces
• In such cases, freeboard. may be reduced up to 60% of
the difference between Type " A " and Type “B”
freeboards
• Under certain conditions, the Freeboard may be reduced
up to 100% of the difference between Type " A " and
Type “B” freeboards
41. Loading copper concentrates on an international voyage
under voyage charter party; duties of master?
(All criteria from SOLAS Chapter 12)
42. How do you decide which cargo you can load on bulk
carriers?
• Refer to International Maritime Solid Bulk Cargoes Code.
• Information required from the shipper: Before you can
accept a cargo for shipment, the shipper must provide the
Master with valid, up-to-date information about the
cargo’s physical and chemical properties.
• Checking the cargo schedule: Individual cargoes are listed
in ‘schedules’ which are contained in Appendix 1 of the
Code. These describe each cargo’s properties and detail
the requirements for handling, stowing and carrying it
safely.
• The IMSBC Code categorizes cargoes into three groups:
o Group A – cargoes which may liquefy if shipped at a
moisture content exceeding their Transportable
Moisture Limit (TML).
 o Group B – cargoes which possess a chemical hazard
which could give rise to a dangerous situation on a
ship.
o Group C – cargoes which are neither liable to liquefy
(Group A) nor possess chemical hazards (Group B).
Cargoes in this group can still be hazardous.
o You can find the Group for a particular cargo in its
schedule.
43. What is the action taken when COR is lost in a foreign
port?
As per MSA Part V: Registration of Indian ships Section 36:
• In the event that the certificate of registry of Indian ship is
lost within India, the registrar of a port of registry shall
grant a new certificate in lieu
• If COR is lost in a port outside India, the master shall
approach the nearest Indian consular officer, and make a
declaration stating facts, names, and descriptions of the
registered owners of the ship, and will thereupon, be
granted a provisional certificate of registry, containing a
statement of the circumstances under which it is granted.
This provisional certificate should be delivered to a
registrar of a port of registry within 10 days after the
ships arrival to her first port in India.
44. What is the key rule of watchkeeping while doing watches
on bridge as per STCW 2010?
As per Section A-VIII/2 of the STCW Code “Watchkeeping
Arrangements and Principles to be Observed”:
A proper lookout shall be maintained at all times in compliance
with rule 5 of the International Regulations for Preventing
Collisions at Sea, 1972, as amended and shall serve the purpose
of:
• Maintaining a continuous state of vigilance, by sight and
hearing as well as by all other available means, with
regard to any significant change in the operating
environment;
• Fully appraising the situation and the risk of collision,
stranding and other dangers to navigation; and
• Detecting ships or aircraft in distress, shipwrecked
persons, wrecks, debris and other hazards to safe
navigation.
• The lookout must be able to give full attention to the
keeping of a proper lookout and no other duties shall be
undertaken or assigned which could interfere with that
task.
 • The duties of the lookout and helmsperson are separate
and the helmsperson shall not be considered to be the
lookout while steering, except in small ships where an
unobstructed all-round view is provided at the steering
position and there is no impairment of night vision or
other impediment to the keeping of a proper lookout. The
officer in charge of the navigational watch may be the
sole lookout in daylight provided that on each such
occasion:
o The situation has been carefully assessed and it has
been established without doubt that it is safe to do so;
o Full account has been taken of all relevant factors
including but not limited to:
▪ state of weather,
▪ visibility,
▪ traffic density,
▪ proximity of dangers to navigation; and
▪ the attention necessary when navigating in or
near traffic separation schemes; and
o Assistance is immediately available to be summoned
to the bridge when any change in the situation so
requires.
45. Cadet slaps Chief Officer – Action?
• Interview cadet and Chief Officer separately and try to
ascertain the reason as to why the Chief Officer was
slapped by him.
• Keep both of them under observation and if necessary,
intervene directly and take over the Cadet’s training.
• Additionally as per MSA Part VII: Seamen and
Apprentices:
o Section 194: General offences against discipline –
A seaman shall be guilty of an offence against
discipline if he assaults the master or any other
officer, seamen or apprentice belonging to the ship.
o Section 196: Entry of offences in official logs –
Entry to be made in official log and signed by
master, mate and one of the crew. Offender to be
furnished with a copy of the entry and his reply
noted and statement given by him to also be put
down in the official log book.
46. What are the conditions under which a Chief Officer and
Chief Engineer can be sacked?
The following acts of misconduct, if proved to the reasonable
satisfaction of the Master to have been committed, are those
 for which dismissal from the ship, either immediately or at
the end of the voyage will, according to the circumstances of
the case, be considered appropriate, apart from any legal
action which may be called for:
• Assault;
• Willful damage to ship or any property on board;
• Theft or possession of stolen property;
• Possession of offensive weapons;
• Persistent or wilful failure to perform duty;
• Unlawful possession or distribution of drugs;
• Conduct endangering the ship or persons on board;
• Combination with others at sea to impede the progress of
the voyage or navigation of the ship;
• Disobedience of orders relating to safety of the ship or
any person on board;
• To be asleep on duty or fail to remain on duty if such
conduct would prejudice the safety of the ship or any
person on board;
• Incapacity through the influence of drink or drugs to carry
out duty to the prejudice of the ship or of any person on
board;
• To smoke, use a naked light or an unapproved electric
torch in any part of a ship carrying dangerous cargo or
stores where smoking or the use of naked lights or
unapproved torches is prohibited;
• Intimidation, coercion and interference with the work of
other employees;
• Behavior which seriously detracts from the safe and
efficient working of the ship;
• Behavior which seriously detracts from the social well-
being of any other person on board;
• Causing or permitting unauthorised persons to be on
board the ship while it is at sea;
• The solicitation or acceptance of any gratuities or favors,
whether in cash or kind, in the course of or related to
service with the owners;
• Repeated acts of misconduct of a lesser degree listed in
paragraph after warnings have been given in accordance
with the procedures.
47. Procedure for recovery of wages.
As per MSA Part VII: Seamen and Apprentices:
• Section 145 – Summary proceedings for wages: Seaman
or apprentice or person duly authorized on his behalf
 may apply to Judicial Magistrate First Class or
Metropolitan Magistrate in or near the place at which his
service has been terminated for wages due.
• Section 146 – Summary proceedings for wages shall not
be referred to Civil Court except when:
o Shipowner has been declared insolvent
o Ship is under arrest or sold by authority of the
court
o Judicial magistrate First Class or Metropolitan
Magistrate refers the matter to Court.
• Section 147 – Wages not recoverable outside India in
certain cases: where seaman is engaged for a voyage
which is to terminate in India, he shall not be entitled to
sue for wages in any court outside India.
48. New MS Notice regarding Medical Certificate
MS Notice 13 of 2013: Issue of Letter of Approval to
Medical Examiners on DGS Panel
Empaneled medical examiners who have not been issued
with formal letter for approval from DG Shipping may apply
to DGS by mail on their official letterhead requesting for
letter of approval.
49. Oil Cess of Oil Tankers?
As per MSA Part XIA – Prevention and Containment of
Pollution of Sea by Oil, Section 356M, every ship that carries
oil as cargo shall be levied a charge that is contributed to the
Oil Pollution Cess at a rate not exceeding 50 paise:
• For every tonne of oil imported into India in bulk
• For every tonne of oil shipped from India in bulk as
cargo.
Cess shall not be levied if the ship has already paid the levy
within a period of three months at any Indian port. The
proceeds of the oil cess are to be utilized for the purpose of
providing oil reception facilities and equipment and materials
for combatting oil pollution at Indian ports.
As per Section 356N applicable ships will not be granted port
clearance if they have not paid the oil cess.
50. Who is MAS in India?
DG Shipping
51. Duties of Salvage Operator.
• Carry out salvage ops with due care
• Prevent or minikize damage to environment
• Seek assisstance from other salvors if circumstajces require
• Accept intervention of other salvors when requested by
master/owner of vessel in danger.
52. Who issues Radio Licence in India?
Wireless Planning and Coordination Wing (WPC) of
Department of Telecommunications, New Delhi.
53. IMSBC Code, contents and explain?
54. Is alternate hold loading allowed on Bulk Carrier?
As per SOLAS Chapter XII: Additional Safety Measures for
Bulk Carriers, Regulation 14: Restrictions from sailing with
any hold empty:
Bulk carriers of 150 m in length and upwards of single-side
skin construction carrying cargoes having a density of 1,780
kg/m3 and above if not meeting the requirements for
withstanding flooding of any one cargo hold, shall not sail
with any hold loaded to less than 10% of the hold’s
maximum allowable cargo weight when in the full load
condition, after reaching 10 years of age.
55. Situations asked :
Pilot vessel on port bow, risk of collision, Action and as per
which rule?
Pilot vessel is not specified anywhere in the COLREGS, so I
will take action to avoid collision as per rule 8. Also, pilot
vessels operate in coastal waters, and hence inland waters
rules will apply for that state.
Pilot Vessel

Own vessel

Sailing vessel

Own vessel ​

Vessel anchored right ahead, action and as per which rule

I will alter course to port or starboard depending on the
orientation of the vessel and pass well clear of her stern so as
not to risk fouling with her anchor cable if crossing from the
bow.

​ ​ ​ ​ ​Anchor Vessel
 ​Own Vessel

Own vessel ​
R.V. (Distance reducing)
​ ​ ​
Target vessel
In all above situations he wants to know action taken by own
vessel as per which rule.
56. What is memoranda?
In law, it is a short written statement outlining the terms of an
agreement, transaction, or contract. For example,
memorandum of understanding, memorandum of agreement,
or memorandum of association.
57. What is home trade ship?
As per MSA Part I – Preliminary, a home trade ship is a ship
not exceeding 3000GT which is employed in trading
between:
• Ports or places in India and other port or places in India
• Ports or places in India and ports or places in Ceylon, the
Maldives, Malaysia, Singapore or Burma.
58. Ship routing, SOLAS chapter 5?
As per SOLAS Chapter V, Reg. 10, Ships Routing:
• Ships' routeing systems contribute to safety of life at sea,
safety and efficiency of navigation and/or protection of
the marine environment.
• The Organization is recognized as the only international
body for developing guidelines, criteria and regulations
on an international level for ships' routeing systems.
• Ship routeing systems developed by Governments must
be submitted to the Organisation for approval.
• A ship shall use a mandatory ships' routeing system
adopted by the Organization as required for its category
or cargo carried unless there are compelling reasons not
to use a particular ships' routeing system. Any such
reason shall be recorded in the ships' log.
59. What is PCS? (Port Community System)
Port Community System (PCS) is intended to integrate the
electronic flow of trade related document/information and
 function as the centralized hub for the ports of India and
other stakeholders like Shipping Lines/Agents, Surveyors,
Stevedores, Banks, Container Freight Stations, Customs

House agents, Importers, Exporters, Railways/CONCOR,

Government regulatory agencies, etc. for exchanging
electronic messages in secure manner.
The main objectives of the PCS are:
• Develop a centralized web-based application, which act
as SINGLE WINDOW, for the port community
members/stakeholders to exchange messages
• Electronically in secure fashion.
• Reduce transaction time & cost in port business
• Achieve paperless regime in port sector
• Implement an e-commerce portal for port community
• DATA RESPOSITORY for research and analysis
60. When master is seaman?
Master is seamen as peer MSA within Section 178 to 183:
Special Provisions for Protection of Seamen in Respect of
Litigation.
61. National colours as per MS act? What are national colours
of the flag? Where is it mentioned?
As per MSA Part V, Section 63, the Central Government may
by notification in the official Gazette declare what shall be
the proper national colours for all ships registered under this
act and for all ships which are not so registered but which are
owned by the government by any local authority or body or
citizen of India. Different colours may be declared for
different classes of ships.
As per Section 66, any Indian ship shall hoist proper national
colours:
• On being signalled by Indian naval vessel
• On entering or leaving any foreign port
• If of 50 GT or above, on entering or leaving any Indian
port
62. What do you know about task force?
SECRETARY-GENERAL of International Maritime
Organisation (IMO), Koji Sekimizu recently, announced that
a task force has been established to work on eight pillars
around which sustainable maritime development goals could
be set. The eight pillars are:
1) safety culture
2) environmental stewardship
3) energy efficiency
4) new technology and innovation
5) maritime education and training
6) maritime security and anti-piracy actions
7) maritime traffic management
8) maritime infrastructure development and global standards
at IMO.
63. Precautions signing bill of lading?
A Bill of Lading is a receipt for the goods carried on ship, or
when technically put, is an evidence of contract between the
shipper and the carrier. It is a documented title for the goods,
signifying that the holder of the Bill of Lading is the legal
owner of the goods it states. As a general rule, the Master has
the authority by law to sign the Bill of Lading on behalf of
the Ship Owner. Sometimes the legal jargon mentioned on
the Bill of lading can be unclear and confusing. It is
therefore, essential that the Master of the ship who is the
owner’s representative should thoroughly go through and if
required be advised systematically before signing the bill of
lading.
Following are the points that must be considered before
signing the bill of lading:
• The Shipper’s Identity. The shipper is at a contract with
the carrier which means that any information provided
by the shipper if untrue could make the carrier liable.
Therefore it is essential that the name, identity and
 addresses are clearly mentioned on the Bill of Lading.
• Port and Date of Loading. The date of loading should
coincide with the date as stated in the Mates’ receipt.
This provides an indication of the origin of goods and is
at times crucial to determine the customs duty structure
or permissibility of the goods into a country.
• Port of Discharge. Unless the charter party for a port to
be nominated after the vessel sails to avoid deviation
charges, the ship must precede with all dispatch to the
port of discharge as said. The master must ensure that
this falls within the charter party limits.
• Condition of the Goods. Confirm that the goods have
indeed actually or physically been shipped on board the
ship. Check accordingly that an accurate description of
the goods is present on the Bill of lading, whether any
short-loading or dead-freights are correctly mentioned.
Ensure that all of the conditions must be in lieu with the
Mates’ receipt and the Bill may have a clause to reflect
the actual condition of the goods.
• Quantity and Description of Cargo Loaded. Prior to
endorsing the Bill of lading, the master should ensure
that the quantity and description of the goods is true to
its correct value of that loaded on board. This can be
done by counter-checking the Mates’ receipt along with
the other cargo documents.
• Freight. Ensure that the Bill of Lading is not marked
“Freight Paid” or “Freight Prepaid”, as in certain cases,
if not true. The master must confirm and verify the
factual position of the freight with the ship owner or
shipper.
• Conflicting terms. No clause of the Bill of Lading should
ever conflict with that of the charter party terms. If the
Bill has to be claused as per the charter party terms then
such references must be clear and unambiguous.
64. Bunker convention?
The International Convention on Civil Liability for Bunker
Oil Pollution Damage, 2001, was adopted to ensure that
adequate, prompt, and effective compensation is available to
persons who suffer damage caused by spills of oil, when
carried as fuel in non-tanker vessels.
A key requirement in the Bunkers Convention is the need for
the registered owner of a vessel to maintain compulsory
insurance cover. The Convention requires ships over 1,000
gross tonnage to maintain insurance (presumably in a form
 similar to a COFR), or other financial security. Liability is
not to exceed an amount calculated in accordance with the
Convention on Limitation of Liability for Maritime Claims,
1976, as amended.
65. ESP Survey?
66. Neap tide and spring tide?
Spring tides occur when the Sun and Moon line up, since the
gravities of the two bodies add together to create larger tidal
forces. Neap tides occur when the Sun and Moon are at right
angles to one another as seen from Earth. In this case, the
gravitational forces counteract each other, creating weaker
tidal forces.
Spring tides result in high waters that are higher than
average, low waters that are lower than average, 'slack water'
time that is shorter than average, and stronger tidal currents
than average. Neaps result in less-extreme tidal conditions.
There is about a seven-day interval between springs and
neaps.
67. Significance of Tidal streams?
The alternating horizontal movement of water associated
with the rise and fall of the tide.
68. Who is SAR in India?
Indian coast guard.
69. What are ETV'S?
70.
71. Duties of master as per Hague Visby rule?
72. Define seaworthiness?
73. Duties of master as per PMS?
74. Duties of master as per SMS?
75. Which all conventions are covered as per MS act?
(told him load line, clc convention, solas, colregs)
76. How will you take over a ship 20 years old? How will you
determine that the vessel is seaworthy?
Started of with general appearance of vessel, rounds on deck
and e/r with c/off and c/eng. Going through all ships
certificates, crew certificates to ensure validity, going
through class survey report file for any deficiencies or
conditions of class, going through last psc report, audit
reports etc etc.
77. What is CBA? How does it benefit you as a master?
(told him since cba is an agreement between the union and
the employer and it safeguards the rights of all seafarers. was
not happy with this so continued with that as cba lays down
standards for medical examinations, wages, conditions of
living, certification etc , as a master i will benefit from
 getting certified, well trained and medically fit seafarers on
board who are also satisfied with regard to wages, living
standards and this will ultimately lead to a safer ship.)
78. Define Indian ship, Master, crew, wages, and coastal trade?
79. 3rd mate reported is missing. Action.
Told him i will muster alll crew carry out a thorough search
of the vessel, including counting of no of lifejackets and
lbuoys on board.will tturn the vessel around and perform
track line search, will infor the nearest proper coastal
authority, will send out a distress alert to all ships and request
them to keep a lookout and assisist if necessary. will log
down all events will make entry in OLB he stopped me at
this point.)
80. You are a container ship, proceeding out of Indian port,

with pilot and you run aground; your actions as master?

(capt kapoor doesnt want to hear about the actiond that a
chief officer will do. he wants to hear about the legal aspects,
such as saving vdr data, making an entry in the OLB, Letter
of protest to pilot, Calling tugs for salvage, informing agent,
owner, P&I club, charteres etc etc.)
81. Target vessel at 0.2 miles port bow; action?
(said will give helm hard over to port, and pass clear of the
vessels stern. he wanted to hear that i will show due diligence
in avoiding collision. as in i will put the engines to full
astern, rig fenders, etc etc along with my alteration to prove
due diligence)
82. Place a yellow special mark on the table and said buoy
sighted in mid ocean; action?
(told him it could be an ODAS buoy, will refer to chart if
marked from there he asked if not on the chart then action.
told him will verify chart is up-to-date, latest edition and
corrected, if still buoy is not marked will note down the
position of the buoy and report it to the admirality
hydrographic office as well as promulgate a security notice
for vessels in the area.)
83. Difference between Bill of Lading & MTD?
84. In port waters, under what regulations does the master have
to comply with the port?
(Talk wrt UNCLOS, ISPS, FAL, dock workers act,port act)
85. You are master of a time chartered vessel; how will you
protect owners interest?
(Answered will verify port nominated for loading,
discharging are safe port, cargo nominated can be safely
carried, vessel has the relevant certification for the same etc
etc.)
86. How will you sum up COLREGS rule no. 2 in one line?
(He wants to hear it is a warning rule)
87. According to you which are the most important rules in
COLREGS?
(told him rule 2 first, he wasn’t happy. then I changed to rule
5 he said good, next I said rule 6, next rule 7, next I said
finally rule 8. he was happy with that answer.)
88. How will you train a cadet in ROR?
(I will teach him rule 5 and the importance of a lookout.
Then will teach him rule 7 bearing and distance to determine
risk of collision, then will teach him the various lights so he
can identify various vessel he said ok.)
89. What are the benefits/privileges of Indian flag ships?
90. What is the difference between blue & white ensign?

91. Why is MLC being called the fourth pillar? Why is it such a
big hype? As master how does it benefit you?
92. Our MS Act has all provisions of MLC. What’s new about
MLC for Indian ships?
93. Why is MLC enforced when ILO 147 has all the same
provisions, including Port State Control?
94. How as a Master and what all will you take into
consideration while deciding whether to abandon your ship
or not?
95. How will you decide that whether the vessel will sink in the
above condition or remain afloat?
96. What is ESP? What does SOLAS say in this regard? And
what about MS Act? Any need for Indian ships to undergo
ESP?
97. What is special survey? How will you prepare for it? Which
all ships are required as per MS Act?
98. What was the class notation of your last ship? Explain.
99. Whose requirement is dry docking? Where is it mentioned
in MS Act?
100. You are a container ship, proceeding out of Indian port.
Heavy weather. Preparations as per Master.
(Do not tell about lashings – its Chief Officer’s job. They are
not onboard for leisure. As Master, as per MS Act, what is
required out of ship going out of an Indian port?)
101. What is the legal status between a Master and Pilot?
102. Pilot wants to get off early due to bad Wx. His boat has
refused to come to designated point. Action.
(I said I will request him to continue till his disembkn pt)
103. Pilot refuses. Wind force 7, rain, RV. Action as a Master?
Charterer also calls you to proceed out full speed.
104. As you proceed out from channel with all these
 discussions, you have another vessel coming from ahead.
Pilot boat also approaching. Action. ROR – Pilot boat lights?
Whose duty to keep clear? Why?
105. You hit an isolated danger buoy, run aground. Buoy
damaged, bunker leaking out. Actions. What all does Indian
law require you to do as Master? How will you protect
owner’s interests?
106. Ship becomes a wreck. What are your duties now? What
does MS Act require you as a Master in respect of wrecks?
107. In open sea, what are the duties of Master?
108. At 0200, 2/O calls you. Target vessel at 0.2 miles. Action.
109. How do you think you have performed? Are you capable
in all aspects to become a Master?
110. 2/O SLEEPING ON BRIDGE ACTION AS

MASTER
111. 1)COMES UNDER MSA SECTION 190-211 IT IS
AN ACT WHICH WILL ENDANGER THE SAFETY
OF LIFE OR CAUSE INJURY
112. 2)CALL CHIEF OFFICER
113. 3)ASK 2/O REASON FOR SLEEPING , HAS HE
HAD ADEQUATE REST AS PER STCW 2010 CHECK
REST HOURS LOG
114. 4)CARRY OUT A BREATH ANALYSER TEST TO
CHECK IF HIS ALCOHOL LEVEL IS HIGH
115. 5)RELIEV HIM OF HIS WATCH CALL EXTRA
OFFICER IF AVALIABLE OR WILL MYSELF TAKE
OVER THE WATCH
116. 6)MAKE A OFFICIAL LOG BOOK ENTRY GIVE
THE OFFICER A COPY OF THE LOG BOOK ENTRY
IF ANY REMARKS MADE BY OFFCIER NOTE THE
SAME IN THE LOG BOOK
117. 7)SAME IS TO BE SIGNED BY THE MATE & A
MEMBER OF THE CREW.
4. Master Duties at Sea (Likes to hear 1st duty : Safety of Life then Safety of Ship & Safety of
Cargo.... afterwards explain in short)
5. Master Duties Dep. Port (Don't Forget to mention ::: All crew Onboard & Stowaway Search)
6. 2/O & 3/E not returned in port prior sailing, Action as master... (Search Full ship, Check
Gangway Log, Inform Owner, Agent Chrtr, Check Safe Manning Doc, Entry in Official Log Book...
Then he asked me can vessel sale ... both Part of Safe Manning ..... Action as Master sail or not ?
Ans : Vessel can sail provided Dispensation obtained from Flagstate... Master must apply for
dispensation
 Life-Raft SOLAS Pack A, B & C

Standard equipment "SOLAS A PACK"

for vessels of unlimited area of navigation
- Parachute rocket signals pcs 4
- Hand flares pcs 6
- Signalling lamp pcs 1
- Batteries (spare) pcs 2
- Bulb (spare) pcs 1
- Whistle pcs 1
- Signalling mirror pcs 1
- Emergency ration set 6
- Drinking water set 6
- Safety tin opener pcs 3
- Fishing tackle pcs 1
- First aid kit pcs 1
- Anti-seasickness tablets set 6
- Sponges pcs 2
- Instructions for survival pcs 1
- Table of life-saving signals pcs 1
- Sea anchor & cord pcs 1
- Scissors pcs 1
- Smoke signal pcs 2
- Seasickness bags pcs 6
- Rescue bags pcs 6
- Knife (buoyancy) pcs 1
- Operational instructions pcs 1
- Paddles (set of 2) pcs 1
- Repair kit pcs 1
- Bellows pcs 1
- Rescue quoit & line pcs 1
- SART radar transponder pcs 1
- Rescue bags pcs 2
Standard equipment "SOLAS B PACK"
for passenger ships engaged on short international
voyages
- Signalling lamp pcs 1
- Batteries (spare) pcs 1
- Bulb (spare) pcs 1
- Whistle pcs 1
- Signalling mirror pcs 1
- Medicine box pcs 1
- Anti-seasickness tablets set 6
- Sponges pcs 2
- Instructions for survival pcs 1
- Table of life-saving signals pcs 1
- Sea anchor & cord pcs 1
- Seasickness bags pcs 6
- Rescue bags pcs 2
- Knife (buoyancy) pcs 1
- Operational instructions pcs 1
- Paddles (set of 2) pcs 1
- Repair kit pcs 1
- Bellows Rescue quoit & line pcs 1
- Water bags set 6
- SART radar transponder pcs 1

Standard equipment with "SOLAS C PACK"

coastal navigation for ships not engaged on international
voyages
- Medicine box pcs 1
- Whistle pcs 1
- Hand flares pcs 1
- SART radar transponder pcs 1
- Signalling mirror pcs 1
- Table of life-saving signals pcs 1

Accommodation Ladder is a portable set of steps on a ship’s side for people

boarding from small boats or from a pier.
Aft Peak Bulkhead is a term applied to the first main transverse watertight bulkhead
forward of the stern. The aft peak tank is the compartment in the narrow part of the
stern aft of this last watertight bulkhead.
Bay is the area between adjacent transverse frames or transverse bulkheads.
Bilge Keel is a piece of plate set perpendicular to a ship’s shell along her bilges for
about one third her length to reduce rolling.
Bilge Strake is the strake at the turn of bilge extending outward to a point where the
side rises vertically.
Breast Hook is a triangular plate bracket joining port and starboard side structural
members at the stem.
Bulkhead Deck is the uppermost continuous deck to which transverse watertight
bulkheads and shell are carried.
Bulkhead Structure is the transverse or longitudinal bulkhead plating with stiffeners
and girders.
Bulwark is the vertical plating immediately above the upper edge of the ship’s side
surrounding the exposed deck(s).
Cargo Area or Cargo Length Area is that part of the ship that contains cargo holds
and cargo / slop tanks and adjacent areas including ballast tanks, fuel tanks,
cofferdams, void spaces and also including deck areas throughout the entire length
and breadth of the part of the ship over the mentioned spaces.
Cargo Hold Bulkhead is a boundary bulkhead separating cargo holds.
Cargo Port is a door or port in a ship’s side for the loading or discharge of cargo or
stores. Also called side port.
Carlings are supports usually of flat plate, welded in a fore and aft direction between
transverse deck beams to prevent distortion of the plating.
Casing is the covering or bulkhead around or about any space for protection.
Ceilings is wood sheathing or planking fitted on various parts of the ship such as
tank tops, ship’s sides and bulkheads to protect the ship’s structure from damage
and also used to protect the cargo from damage.
Coaming is the vertical boundary structure of a hatch or skylight.
Cofferdams are spaces between two bulkheads or decks primarily designed as a
safeguard against leakage of oil from one compartment to another.
Collision Bulkhead is the foremost main transverse watertight bulkhead.
Companion Way is a weathertight entrance leading from a ship's deck to spaces
below.

Confined Space is a space identified by one of the following characteristics: limited

openings for entry and exit, unfavorable natural ventilation or not designed for
continuous worker occupancy.
Cross Deck is the area between cargo hatches.
Cross Ties are used to support the longitudinal bulkheads of oil tankers against
hydrostatic and hydrodynamic loads.
Dead Covers are plates of bronze or steel working on a hinge serving to protect the
glass port light in heavy weather. Also called dead light.
Deck House is a structure on the freeboard or superstructure deck not extending
from side to side of the ship.
Deck Structure is the deck plating with stiffeners, girders and supporting pillars.
Deep Tank is a tank extending from the bottom or inner bottom up to or higher than
the lowest deck.
Discharges are any piping leading through the ship's sides for conveying bilge
water, circulating water, drains etc. Also called Overboard Discharge.
Double Bottom Structure is the shell plating with stiffeners below the top of the
inner bottom and other elements below and including the inner bottom plating.
Duct Keel is a keel built of plates in box form extending the length of the cargo hold.
It is used to house ballast and other piping leading forward which otherwise would
have to run through the cargo holds.
Enclosed Superstructure is the superstructure with bulkheads forward and/or aft
fitted with weather-tight doors and closing appliances.
Equipment Number is used by classification societies mainly to determine the size
and number of anchors and chain cables for a new ship.
Floor is a bottom transverse member.
Flush Deck Ship is a ship that has no superstructure on the freeboard deck.
Forecastle is a short superstructure situated at the bow.
Forepeak is the area of the ship forward of the collision bulkhead.
Freeboard Deck is normally the uppermost complete deck exposed to weather and
sea, which has permanent means of closing all exposed openings.
Freeing Port is an opening in the bulwarks to allow water shipped on deck to run
freely overboard.
Gangway is the raised walkway between superstructure such as between forecastle
and bridge or between bridge and poop.
Gorgonization of a vessel; The Gorgon Project is a Chevron led project in
Barrow Island. Vessels operating in the Gorgon Project`s designated area
must abide with the requirements setforth, specific for this project.
Gorgonisation refers to vessels that are made to meet these requirements.
Girder is a collective term for primary supporting structural members.
Gunwale is the upper edge of the ship's sides.
Gusset is a triangular plate, usually fitted to distribute forces at a strength
connection between two structural members.
Hatch Coaming is the vertical plating built around the hatchways to prevent water
from entering the hold; and to serve as a framework for the hatch covers.
Hatch Covers are wooden or steel covers fitted over a hatchway to prevent the
ingress of water into the ship s hold and may also be the supporting structure for
deck cargo.
Hatch Ways are openings, generally rectangular, in a ship’s deck affording access
into the compartment below. Also called hatches.
Hopper Side Tanks are tanks used for ballast or for stability when carrying certain
cargoes in bulk carriers. Also referred to as topside wing ballast tanks and bottom
hopper tanks.
Independent Tank is a self-supporting tank.
Keel is the main structural member or backbone of a ship running longitudinal along
centerline of bottom. Usually a flat plate stiffened by a vertical plate on its centerline
inside the shell.
Margin Plate is the outboard strake of the inner bottom and when turned down at
the bilge the margin plate (or girder) forms the outer boundary of the double bottom.
Midship Section is the cross section through the ship, midway between the forward
and after perpendiculars.
Pipe Tunnel is the void space running in the midships fore and aft lines between
the inner bottom and shell plating forming a protective space for bilge, ballast and
other lines extending from the engine room to the holds.
Poop is the space below an enclosed superstructure at the extreme aft end of a
ship.
Poop Deck is the first deck above the shelter deck at aft end of a ship.
Port Light is another term for side light or side scuttle.
Reduced Scantlings are scantlings that are allowed to be reduced because
approved corrosion control arrangements have been applied.
Representative Spaces is those which are expected to reflect the condition of other
spaces of similar type and service and with similar corrosion prevention systems.
Scupper is any opening for carrying off water from a deck, either directly or through
piping.
Scuttle is a small opening in a deck or elsewhere, usually fitted with a cover or lid or
a door for access to a compartment.
Shedder Plates are slanted plates fitted in dry cargo holds to prevent undesired
pockets of cargo. The term is also commonly applied to slanted plates that are fitted
to improve the structural stability of corrugated bulkheads and framing members.
Sheer Strake is the top strake of a ship's side shell plating.
Single Bottom Structure is the shell plating with stiffeners and girders below the
upper turn of bilge.
Skylight. A deck opening fitted with or without glass port light and serving as a
ventilator for engine room, quarters, etc.
Spaces are separate compartments including holds and tanks.
Stay is a term for bulwarks and hatch coaming brackets.
Stem is the piece of bar or plating at which a ship’s outside plating terminates at her
forward end.
Stern Frame is the heavy strength member in single or triple screw ships, combining
the rudder post.

Stiffener is a collective term for secondary supporting structural members.

Stool is a structure supporting cargo hold and tank bulkheads.
Strake is a course, or row, of shell, deck, bulkhead, or other plating.
Strength Deck is normally the uppermost continuous deck. After special
consideration of its effectiveness, another deck may be defined as strength deck.
Stringer Plate is the outside strake of deck plating.
Superstructure is a decked structure on the freeboard deck extending for at least
92% of the breadth of the ship.
Suspect Areas are locations showing substantial corrosion and/or which are
considered by the Surveyor to be prone to rapid wastage.
Tank Bulkhead is a boundary bulkhead in a tank for liquid cargo, ballast or bunkers.
Topside Wing Ballast tanks are ballast tanks in bulk carriers that normally stretch
along the length of the ship’s side and occupy the upper corners of the cargo hold.
Tween Decks is an abbreviation of between decks, placed between the upper deck
and the tank top in the cargo holds.
Void is an enclosed empty space in a ship.
Wash Bulkhead is a perforated or partial bulkhead in a tank.
Watertight Bulkhead is a collective term for transverse bulkheads required for
subdivision of the hull into watertight compartments.
Wind and Water Strakes are the strakes of a ship's side shell plating between the
ballast and deepest load waterline.

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