DÀNH CHO THUYỀN TRƯỞNG VÀ ĐẠI PHÓ

Thuyền trưởng Tiếu Văn Kinh (tổng hợp)

1. Can you tell me about your educational background and working experience?
2. Can you tell me the responsibilities of the Chief Officer?
A (Answer): Under the leadership of the master, the C/O shall carry out the daily management of the deck
department, and C/O is also responsible for cargo handling. The specific duties include:
a. Safety of the ship work place, safety equipment;
b. Daily safety and sanitary inspection;
c. Store and spare parts inventory management;
d. Maintenance in the deck;
e. Stowage plan making and supervising of the loading and unloading process;
f. Take care of the cargo on board.
3. Can you talk about the previous vessels (last vessel) you worked on board?
4. What types of cargo have ever been carried on board your last vessel?
5. Where was your last vessel’s trading (plying, sailing) area?
6. Did you have the experience of working with foreign crews? What were their nationalities?
7. Can you tell me about the cargo operation procedures and stowage plan?
A: Based on the capacity of the hold and the stowage factors, I shall calculate the volume of the cargo that is to
be put into different holds. Then calculate the draft of the vessel and trimming, shear force, bend moment to
meet the requirements of the ship. At last, stowage plan is made based on these factors.
8. What does a stowage factor of bulk cargo carrier include?
A: The stowage factor of any cargo is the figure which expresses the number of cubic units of measure needed
to accommodate one unit of weighthow many square meters is needed to stow one metric ton of certain good.
Stowage factors should include allowance for dunnage, irregular size of certain goods, pallets, and something
else. It should be reminded that the stowage factor couldn’t cover any details in loading.
9. If there happens stevedore damage to cargo, equipment or ship’s structure, what should you do?
A: If damage happens, I must record it first and then report it in an appropriate written form to the master and
other parties concerned. The report must be signed by the liable parties admitting they have (or have not)
responsibility for the damage. The damage report shall be carefully worded and shall be supported with photos.
The damage report should also include the following contents: ship's name, voyage number, date, geographical
location, name of the person who tool the photos and his signature, location where the photo was taken, and
what is I intended to show.
10.What precautions do you have to take before cargo operation is carried out?
A: To check the precargo operation check lists to make sure that no missing of any items. The following
procedures are to be followed: (1) the C/O shall make a cargo operation plan. In the plan, the following factors
shall be considered: the cargo must be stowed in such way that the stability, trim, shearing forces and bending
moments are within the limits as laid down by the stability manual; excessive weight on tank tops, between
decks and hatch covers must beavoided; and cargo must be stowed and secured on such way as to avoid
damage which can result in possible loss of life of property.
Pre operation conference with all ship's personnel other officers and crew that are to be involved in the cargo
operation is held to discuss such matters as cargo disposition, numbers of gangs and working hours, usual and
special safety requirements, ballasting and deballasting information, special requirements regarding cargo
operation, damage prevention and control, personal organization, cargo watch etc. The C/O must ensure that all
relevant personnel have fully understood the intended cargo and all usual and special safety and operational
requirements.
11.What will you do if the cargo damage is found or suspected before loading/during loading?
A: I shall report to the master first and foremost. The master should decide whether to replace the damaged
cargo. For the fullset machines and highvalued products, I must ask for the replacement in the loading port if
damages are found. If the damaged cargoes cannot be replaced, then the chief mate shall make remarks on the
chief mate’s receipt. If disputes happen on the quantity and quality of the cargoes, I shall, at the discretion of the
master, ask the cargo surveyor to do the surveying. If necessary, under the endorsement of the ship owner, I
shall write a Letter of Protest (based on the format provided by the company) to illustrate the innocence of the
seamen on board. During the voyage, when a very small amount of cargo damages, with the permission of the
master, throw away into the sea to avoid any disputes with any third party.
12.What are the differences between the B/L and the Mate’s Receipt?
A: Tally Sheet is the basis of the Mate’s Receipt. Mate’s receipt is the basis of the B/L. The condition of the
cargo is clearly shown on the Chief Mate’s Receipt. It is very important to make sure that the cargo condition on
the bill of lading and that on the chief mate’s receipt is the same. If the consigner wants the master to issue
clean B/L on the basis of unclean Mate’s Receipt, then the master firstly must ask for permission from the
company. If the company agrees, then the consigner must issue reliable Letter of Indemnity or Letter of
Guarantee.
13. If the draft survey proves a shortage of cargo after loading is completed, what will you do except to report to
the Master? Will you make any remarks on the Mate’s Receipt? And what kinds of remarks will you make on the
Mate’s Receipt?
A: In this case, I shall report the problem to the master first. With the permission of the master, I shall ask the
third party surveyor to do the survey. If the survey shows there is shortage or damage of the cargo, then I shall
write remarks on the mate’s receipt showing the loss or damage or shortage. The third party is to be invited to
make the objective report on the real quantity of the volume of the cargo. If the cargo is proved to be in shortage,
then I shall write remarks on the chief mate’s receipt.
15.What do you know about the ISM code?
A: ISM code is the International Safety Management. It is a compulsory rule and regulation on the safety
management of the vessel and prevention of sea pollution. Each shipping company and the vessel should have
their own ISM and SMS (safety management system) manuals.

16.Have you experienced any onboard internal audit procedures before?

A: The onboard internal audit is carried out at the discretion of the Designated Person of the ship owner. When
the auditors come on board, the seamen should provide full support to their jobs. If observation or nonconformity
items are found in the audit, these items should be treated with due diligence and rectified on time.
17.What is Garbage Management Plan?
A: According to MARPOL 73/78, the plan shall include the procedures for the garbage disposal, and the records
that need to be done. The C/O should be responsible for the making of garbage disposal plan for the ship.
18. How do you carry out the deck machinery maintenance?
A: Yes, on board the last vessel, I often asked the bosun to organize the ABs and other ordinary sailors to make
maintenance for such equipment as windlass steering engine, chipping the rust, greasing, derrick, crane, wires,
meters and winch (起货机). All the maintenance plans for the machines in the deck department shall be made by
the C/O. But the repair of the machines should be made by the engine department.
19. As the Chief Officer, what precautions do you have to take to prepare for the PSC (port state control)
inspection?
A: The C/O should arrange the checks for the following items: safety equipment, sanitary situation on board,
especially in the deck room, cabin room, the kitchen, cargo operation safety, documents to be checked. Besides,
under the empowerment the C/O should organize the emergency drills.
20. What precautions do you have to take before entry into an enclosed work place is permitted?
A: According to checklist, I shall prepare for the standby personnel, ventilation, breathing tool, connecting
signals, oxygen, air and poisonous gases testing equipment, portable extinguisher, and other necessary
equipment.
21.What checks have to be made before any hot work is permitted?
A. I must make sure that:
There is no gas leakage on cargo deck or pump room area;
The nearby places shall be free of inflammable materials or gases;
The area where the hot work is done is not piled with solvents of any kind, including diesel oil, kerosene, paint
cleaners an thinners.
Gas testing is also important to make sure there is no flammable or toxic gas is present at the work site and that
the oxygen content is 21% by volume.
Ventilation condition should also be checked before hot work.
22.On board your previous vessels, how often did you conduct a firefighting drill?
A: The fire fighting drill is carried out on monthly basis. When we did the firefighting drill, we just did it as if the
real fire disaster had happened.
23.What is the C/O responsibility with regards to cargo operation?
A: The chief officer is in charge of safe handling of all cargo operation. However he must submit all cargo plans
to the master for approval, as well as discuss any critical stage of cargo operation with the Master, before such
stage being undertaken. He is also responsible for proper completion of cargo records, time sheets,
performance logs and other paperwork related to cargo operation.
24.What is the C/O’s responsibility with regard to deck maintenance?
A: The chief officer should prepare the deck maintenance schedule both the longterm and shortterm and discuss
the schedule with the Master. He will be in charge of the deck department personnel and overseeing their duty
work when they do the maintenance work.
25.The charted depth of anchorage is 40 meters, usually how do you drop the anchor?
A: Before dropping the anchor, we should make sure that the windlass and the brakes are in good condition,
study the weather and water depth and sea condition. To make sure whether there is good holding ground. Take
into account the duration of the anchorage action.
During the anchorage, lower the anchor until it touches ground, then disengage and slag the chain cable until
the length is paid out. Use main engine to move it to stretch the cable. Do not use excessive weight for the
cable. The length of the cable must be decided by the master in advance. If the anchorage depth is more than
50 meters, to add additional shackle after 15 meters. No matter how deep the water is, at least two shackles
should be remained on board.
26.If water depth is more than 80 meters, is it possible for you to drop the anchor?
A: Except in emergency situation, dropping anchor in this depth of water is very dangerous. So if it is very
important to drop the anchor, then the geographical condition (sea bed and adjacent area), weather condition
must be carefully studied before dropping. Besides, it is very important to have a prediscussion or meeting with
relevant seamen before the work is done.
27. How to keep the proper ventilation during the voyage? For example, your ship loaded the steel coil at
Constansta on December and the discharging port will be in Singapore.
A: In order to prevent rust formation on the surface of the steel, I must make sure the temperature in holds is
higher than the dew point at any times. Ventilation is to be made on the condition of dew point and try to lower
the dew point.
28.How do you maintain the minimum under keel clearance (UKC) when the vessel during passage/in
fairways/inside ports?
A: In different places, the UKC may vary a little bit. But, generally, during passage, the UKC should be 20% of
the load draft; in fairways, 10% of the load draft; and inside the port, 10% of the load draft. The reference data
are subject to the regulations of the port authority.
29. In case of cargo damage (for example, before the vessel arrive at the discharging port, when opening the
hatch, you find the quality of the surface cargo had changed) how would you handle it?
A: Well, I have to the quantity of the cargo whose quality has changed. If the cargo is in small quantity, then I
shall dispose it myself. If it is in large quantity, I shall ask for decision from the master.
30.What is the sensitive cargo? And which cargo was defined as the sensitive cargo by P & I?
A: The cargo is particularly susceptible to moisture damage and special attention shall be required in taking care
of this type of cargo during voyage. Cement, grain, and sugar are usually defined as sensitive cargoes. In
operating the sensitive cargoes, great care should be taken.

31.How do you know whether the cargo holds are fitted for loading?
A: According to the requirements of the charterer party , I shall check it to see whether it meets the charter’s
demands. Then, I will make my own judgment. If the holds are not suitable for loading any type of cargo, I shall
report this to the master and ask him to decide on this.
32.Briefly explain general requirements of grain cargo carriage.
A: 1) Preparation for the space where the grain is going to be put. The hold into which the grain is to be loaded is
to be very clean and free from scale and bad smell. Any open bilge shall be clean and dry. The tank top should
be clean, having no stain and dry. Any timber boards must be in good condition and covered with tarpaulin. The
rear sides of the brackets and beams, piping etc shall be completely washed and cleaned of all cargo residue
and dust. All residues from the previous cargo shall be removed. And if the ship was used in carrying grain in the
previous voyages, and if insects are found in the hold, then the holds shall be fumigated with insecticide.
2) Ventilation 
Grain is a kind of cargo that can self heat and condense and can absorb moisture. Without good ventilation, the
cargo can easily deteriorate. With bulk grain, air is to be blown to the surface of the grain continuously on daily
basis in order to remove the remitted air from the cargo. The temperature of the cargo shall be tested by
thermometer on daily basis and be recorded in the log book.
For detailed answer, please refer to the IMO Grain Rule. (IMO Resolution A 714)
3) CODE OF SAFE PRACTICE FOR CARGO STOWAGE AND SECURING.
33. How to conduct ventilation for hygroscopic cargo from warm to cold area voyage, and from cold to warm
voyage? How about the nonhygroscopic cargo？
A: For the hygroscopic cargo: From warm to cold voyage, ventilation is very critical. Ventilation should be as
strong as possible in the beginning, eventually the outside dew point will be too low. This is a very difficult
voyage situation in which to arrange satisfactory ventilation. From cold to warm voyage, the ventilation is not
necessary.
For the nonhygroscopic cargo: from cold to warm voyage, no ventilation is needed, and cargo sweat would occur
on the surface of the stow if relativel7 warmer moisture laden air was admitted. From the warm to the cold
voyage, no ventilation is needed because ship sweat is inevitable but cargo will be unaffected unless
condensation drips back on the stow.
34. How to prevent cargo damage caused by rain or seawater?
A: Before the voyage, to check whether the hatch cover is closed properly, and make sure that tight water
condition is in good order. To make sure suction boxes and man holes are properly closed; to check the
bulkhead of adjacent ballast tank.
35.When you are ready for pilot, what preparation should you make?
A: Firstly, contact the pilotage station to arrange for the pilot to come on board; Secondly, contact the coming
pilot and discuss with him on the vessel’s heading position and speed at the time of his boarding;
Thirdly, deck watch duty officer shall supervise the embarkation and disembarkation of the pilot to ensure his
identity and his safety.
Fourthly, the pilot ladder must meet the US Coast Guard and IMO’s standards.
Fifthly, prepare the ladder well and hoist the Golf flag.
Sixthly, give a good reception to the pilot by the officer and master.
Lastly, when the pilot is on board, H flag should be hoisted.
36. When you pass by the Panama Canal, what should you pay attention to? Why?
A: The turn of bilge radius should be made known to the pilot.
According to the regulations there, the turn of bilge radius of the vessel cannot be over 12.04 meters in the fresh
water area. No bilge water is allowed to be remitted. As a precaution, we should check with the MR Notice and
apply for correction if on time. ETA 7 days before we pass by the Canal, we should report to the Canal authority
on the vessel condition.
37. How often did the superintendent come on board to check? If the superintendents and the P&I people do not
come on board for checking, if cargo damage happens, what should you do to deal with the situation?
A: On my last ship, the superintendent came on board whenever the vessel came to large ports. If the
superintendent does come on board the ship, we will just report the accidents to the ship owner and ask for their
proposals. But of course, master and I will solve some minor problems.
38. What materials and information do you need when you make the passage plan?
A: The passage plan shall contain all the charts required and shall locate all the information concerning area of
intended area. The information needed for the passage plan shall be found from the Sailing Direction, List of
Lights, Tide Tables, tidal Stream Table, Guide to port Entry,
Deep Draft Vessel Planning Guide, The INO Ship Route Guide, Guide to Tanker Port, various ports’ information
booklets, government and port regulations, Navigational Warnings, pilot
Charts, Notice to Mariners, Weather Information, and so on.
39. Do you often change the ballasting water? In maintaining the ballasting water, what particular attention
should you have to pay to?
A: Not often, except that in some countries’ seacoast where the PSC requires the change of ballasting water in
certain area to prevent the sea pollution.
Pumping in and out the ballasting water on time is very important to keep the stress of the vessel in good
condition. Under heavy weather condition, it is necessary to test the ballasting and bilge water more often to
make sure the stability of the vessel.
40. What should you pay attention to when you the vessel load coal?
A: Trimming is very important to make sure that the cargo is even loaded. The coal is liable to get fire so you
have to be very careful in fire ignition and firefighting equipment should be ready.
Air in the cargo space should be regularly checked. Bilge water should be tested systematically to see whether
there is any water leakage.
During the voyage, the ventilation is very important. No ventilation is a good idea. The oxygen’s entering is very
important factor that can make the fire disaster.
Also, you have to measure the temperature often; and if the temperature is too high, spray water to lower the
temperature.
41.What are the functions of the B/L? What is clean B/L and what is unclean B/L?
A: B/L has the three very important functions: It contains evidence of the terms of the contract of carriage-a
promise to carry and deliver the cargo. It contains the apparent order, condition, and quantity or weight of goods
at the time of shipment. It is also a document of title (property) of the cargo. Clean B/L is the one on which there
is not any remark of cargo loss, shortage or damage. Unclean B/L is also called claused B/L, which carries some
remarks of cargo damage, quantity shortage and so on.
42. What is back dated or antidated B/L? What is advanced B/L?
A: Back date B/L refers to the B/L whose issuing date is earlier than the virtual loading completion date.
Advanced B/L refers to the B/L that is signed and issued by the carrier before the completion of loading. Both
back date and advanced B/L will bring some dangers and liability to the ship owner and charterer.
43. In order to prevent stowaway, what precautions should you take before the vessel is sailing from a port?
A: Before departure from any port, crew check has to be made and any ship has to be checked and searched for
stowaway. The following spaces shall be searched thoroughly: void space, chain lockers, funnel, and other
places where the stowaways can be found.
If stowaways are discovered before the ship sails: Arrange for his disembarkation using services of the local
agent; notify the company, take necessary steps to prevent any further reoccurrence.
44. Who should not be allowed to have the shore leave at the same time?
A: In view of the jobs on board, the following positions and ranks can not be allowed to have shore leave at the
same time: Master and C/O; C/E and first engineer; C/E and electrician;Bosun and Pumpman (in tankers); chief
cook and second (or mass boy); C/O and pumpman (in tankers).
Every member who wants leave the ship must check with the department head for permission and return back to
the vessel on time.
45. What is the maximum blood alcohol concentration (BAC) rate on board?
A: According to the ISM, the BAC shall not be more than 0.04% by weight any time when being tested. But
watch keepers is not allowed to drink any alcoholic beverage 4 hours before their watch

46. How to operate incinerator? What kind of garbage can not be thrown into incinerator?
A: Fist, check the oil level in the oil tank; open residue cook and discharge oily water;
heating the bilge oil in the tank to 70 to 80 centigrade; start the incinerator. In the beginning,
combustion bilge oil with light oil, and after the water content in bilge oil is comparatively
low, stop supplying light oil and use bilge oil only. Attention: the temperature in combustion
cannot be higher than the stipulated figures of the incinerator (usually not more than 500
degree in centigrade.). The following garbage can not be thrown into the incinerator:
• Any containers which have contained gases under pressure, or aerosol cans into the
incinerator.
• The materials that may produce harmful gases or ashes;
• The materials that may produce high temperature and
prolonged incineration of such materials that may cause damage to the incinerator.
47. What should a Muster List include? What kind of Muster Lists did you have on the last
vessel?
A: The Muster List should include the following:
(1) Details of emergency alarm signal;
(2) How shipabandon will be given;
(3) Officer responsible for the maintenance of fire fighting equipment and life saving
appliances, which should always in good condition and ready for immediate use.
(4) Substitutes for the key personnel who may become disabled;
(5) Specify the boat to which each person belongs and duties to be performed by abandon
ship situation;
(6) The specific group to which person belongs and general duties during various
emergencies;
(7) Any additional or specific duties; (8) Specific assembly point of each group. The muster
list must be ready before the ship sails.
We had the following Muster Lists on board the last vessel:
General emergency, fire fighting, fire in the engine, emergency steering, abandonship, man
overboard, oil pollution prevention station, and so on.
48. What is heavy weather condition? Under the heavy weather conditions, what preparation
should you make in sailing? During sailing, what should you be careful about? After the
heavy weather, what should you check?
A: Heavy weather, in principle, refers to the navigation under weather conditions of wind
force of 6 or above on the Beaufort scale and wave height of greater than 5 meters. During
the heavy weather conditions, the master shall make the following preparations:
(1) Select a route that avoid that heavy weather area, if this is possible;
(2) Inform the crew of the predicted heavy and issuing warning. Make sure that the warning
is known to all the seamen on board.
(3) Instruct the C/O to check the hull strength based on stowage calculations, cargo loading
and stability documents. If the ship is not carrying cargo, the master shall ballast the ship to
increase the draught and take action to prevent propeller racing, reduce oscillations and
slamming of the ship.
(4) Make sure the following holes are closed: hatches, cargo hold, bosun’s store, manhole;
accesses to accommodation spaces and steering gear room; tank air pipes, sounding caps; all
water tight doors and water tight openings on the ship;
(5) Ensure that the C/O adopts measures to prevent movement of cargo and other objects on
various parts of the ship;
(6) Ensures that the lashes cargo gears such as derricks, cranes and life boat;
(7) Ensure that C/O check the conditions of the stowage of anchors and anchor chains;
(8) Critical checklists are kept in the plastic folder on bridge and to be used as reference.
49. Under heavy weather conditions, what preparation should you make before sailing?
A: If navigating in hea vy weather, the following should be paid attention to:
(1) Adopt measures to prevent slamming and pounding of the ship, considering the
frequency of encounters with swells and change speed or course if necessary;
(2) The watch keeping officer shall change over to parallel operation of the steering gear, if
possible;
(3) If possible, change the auto pilot to “rough sea mode” or change over to manual mode;
(4) Master shall frequently check the weather and sea conditions, observe future changes and
judge of there is a problem with the present course and speed;
(5) Report the weather to the nearest port authority or the ships in the vicinity or the bad
weather and ask them to be careful and warm them.
(6) The master shall check the abnormalities whenever possible to make the ship in good
condition.
After the heavy weather, the master shall carry out the following checks; the hull and
cargoes; if abnormalities are found, report to the company as soon as possible.
50. If the stevedore workers damage part or the whole of the crane, derrick or any other
equipment on board, what should you do?
A: Firstly, I shall ask the duty officer have a careful supervision when the stevedore workers
are loading and unloading cargo and ask the duty officers to report to me any incident or any
damage the workers have done to the vessel equipment.
If equipment damages occur, usually, I will see how serious the damage is. If the damage is
serous, I shall report to the master immediately. If the damage is not very serious, I shall ask
the stevedore company to make repair and correction. At least, I shall ask the stevedore the a
acknowledgement of liability. But anyway, I shall not allow the stevedore workers to leave
the vessel until the damage problem is settled properly.
51. Before drydocking for the vessel, what should a C/O do?
A: The C/O shall prepare a detailed repair list for the approval of the master and the
company. The C/O should also make out a safety procedure before drydocking. If
empowered by the master, the C/O may make an arrangement plan for the assignments for
the deck officers and ordinary seamen during drydocking When the repair work is being
done, the C/O should have a good supervision on the jobs and ensure the safety of workers
and the seamen.
52. How do you balance the interests of the shipowner and those of the charterer?
A: I think both interests are very important to me. The shipowner pay me but salary is from
the charter. In order to make both sides happy. I shall take good care of the cargo and at the
same time, I shall implement my duty at the order of the shipowner and try to safeguard the
interests of the shipowners.
53. What do you know about BC Code?
A: BC code refers to IMO’s Bulk Cargo Code. In this code, bulk cargo operation procedures
are stated. This is a very important manual and the chief officer must study it with care and
follow the instructions in the code in practical work, especially when he makes the stowage
plan.
T.V.K