Mates Orals Notes

Function - 3 Ship Operations

Table of Contents

Sr. Surveyor / Questions Pg #

1. Capt. Sudir Malik – NATCOM 2

2. Capt Kamal Kant Sharma - FOSMA 46

3. Capt Sandeep Kohli - FOSMA 113

4. Capt. Nitin Nayar - NATCOM 127

5. Capt R Poswal - MMD 139

6. Capt. K. R. Sundaram - MMD 160

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ACKNOWLEDGEMENT

I must acknowledge this compilation of Solved Questions of various Surveyors would

not have been possible without some prestigious members like Iesh Puri, Ojaswi Vats,
Indrajeet Singh, Bhupender, Kamal Soni, Shahbaz Riar, Ashutosh Sharma, Sartaj
Singh Sangha, Achal…, Siddharth Prajapati, Rakshit Shastri, all other members of
Mates Orals WhatsApp group Noida.

I would like to thank my friends – Sukhjinder, Mangal Randhawa, Upender Attri,

Parwinder Garewal, Dharamjeet Singh, Vikas Thakur and my Phase 1 & Phase 2
batchmates for their constant support.

I am also grateful to Google and Jio without them it would not have been possible.

And finally, last but by no means least, also to everyone in the group… it was great
sharing all the information and preparing for Exams in such an interactive way.

I hope it will help you to get through your Exam.

Thanks all for your encouragement!

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Capt. Sudhir Malik

Q. Critical moments in exchange of ballast?

Ans.

 Stability and SF & BM he want to listen

 The sequential method is used when the exchange of ballast is connected with
the removal of a very large quantity of water while the ship is en route and
refilling the tanks with replacement ballast water in the open ocean. This is a
different procedure, different from the method of ballasting in the port, because
at sea the ship is exposed to more risks, particularly the influence of wind and
waves.
 Some precautions during exchange
 The decision to continue an operation should be taken after making sure
that the predicted ship’s position does not differ from the actual one,
weather forecast isfavorable, capacity of ballast water equipment has not
decreased and the number of personnel involved remains the same. If
any of these factors is not as required, the ballast water exchange should
be stopped or completely given up.
 Ship’s listing, caused by unsymmetrical emptying and refilling of ballast
tanks has to be taken into consideration so that each step takes place
when the ship is in upright position (no list). The conducted operations
have to be monitored in order not to generate lists during pumping.
 The steps have to take into account the assumed trim and draft
requirements, avoid slamming, ensure that the propeller is submerged
and that loss of vision from the bridge is minimal.
 Emptying more than one ballast tanks on one side is avoided as this
creates a risk of capsizing.
 Two adjacent tanks must not be pumped out at the same time due to
large shear forces and bending moments. The ballast exchange sequence
is established in compliance with the regulations and restrictions in force.
 The sequential method for each ship is prepared in the form of a Ballast
Water Management (BWM) Plan. The plan is worked out specifically for a
vessel and approved by a classification society.

Risks to ship safety during ballast water exchange

From the viewpoint of ship stability related safety the process of water exchange will
be dangerous; in addition, risk will become greater in adverse weather conditions.
The types of risk that occur during ballast water exchange at sea may vary for various
ship types, as underlined in

 too long time of ballast water exchange,

 incorrect sequence of tank emptying and refilling,
 inadequate operational parametric values during the exchange,
 adverse weather conditions (wind, high seas).

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Of various operational threats, the most dangerous are considered to be:

 loss or significant deterioration of stability,

 increased ship motions, rolling in particular,
 emergence of the propeller at too low aft draft, which leads to worse propulsion
and manoeuvring ability,
 bow emergence, which results in slamming and worsened visibility from the
navigational bridge (blind sector ahead of the ship).

Most important are

 changes in operational parameters (draft, list etc.),

 changes in stability parameters (e.g. initial GM),
 stresses in the ship’s hull (SF, BM),
 values of the blind sector ahead of the ship’s bow,

Q. Entries to be made in Official Log Book which are signed by c/o

Ans.

 Weekly Inspections (Accommodation Inspections)

 Routine Drill Record
 Record of lowering of lifeboat(s).
 Arrival / Departure Conditions (Drafts, Freeboards, Density Trim, etc)
 Misconduct by crew (made by Master, signed by chief officer, Crew himself, 1
witness)
 Inspection of Provisions & Fresh water.
 Narrative entries such as punishments, births, deaths
 Inspection of Safety Equipments and Radio Equipments

Q. Action to enhance safety on board

Ans

 Ensure ISM – SMS Compliance

 Conduct trainings, drills, CBTs, Safety Meetings, Video trainings.
 Motivate crew to work safely
 Conduct Tool Box Meetings , follow company procedures - checklists& work
permits
 Encourage crew for Hazard Hunting & Near miss reporting
 Sharing Expedience Transfer sent by company (monthly)
 Enhance crew’s knowledge through Safety Posters

Q. If any punishment to be given to crew for an offence, where to look

for?

Ans. Agreement& Merchant Shipping Act Part VII Section 190-211

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Q. In case on enclosed space entry, who decides that it is safe to enter
and what is Competent person
Ans.

The master or the responsible person should determine that it is safe to enter an
enclosed space [as per Resolution A.1050(27)]

Confined Space

Confined space means a space that has any of the following characteristics:

— limited openings for entry and exit;

— unfavourable natural ventilation;

— not designed for continuous worker occupancy.

It includes, but is not limited to, boilers, pressure vessels, cargo holds, cargo tanks,
ballast tanks, double bottoms, double hullspaces, fuel oil, lube oil, sewage-tanks,
pump-rooms, compressor rooms, cofferdams, void spaces, duct keels, inter-
barrierspaces and engine crankcases.

Competent person

Competent person means a person with sufficient theoretical knowledge and practical
experience to make an informalassessment of the likelihood of a dangerous
atmosphere being present or subsequently arising in the space.

Responsible person

Responsible person means a person authorized to permit entry into an enclosed space
and having sufficient knowledge of the procedures to be established and complied
with on board, in order to ensure that the space is safe for entry.

Attendant

Attendant means a person who is suitably trained within the safety

managementsystem, maintains a watch over those entering the enclosed space,
maintainscommunications with those inside the space and initiates the emergency
procedures in theevent of an incident occurring.

Permit-to-work and permit-to-enter

The ISM code requires the Company to establish safe practices in ship operation and
a safe working environment. This iscommonly provided for by a permit-to-work
system that is drawn up to provide a formal written safety control system.

permit-to-work will:

— set out the work to be done, the location and the precautions to be taken;

— predetermine safe methods of work;

— provide a clear record that all foreseeable risks have been considered;

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— define the precautions to be taken and their sequence;

— provide written authority for the confined space to be entered and the work to start
and the time when the work mustcease.

Entry into a confined space should only be allowed when a separate permit-to-enter
has been issued. This permit should onlybe issued after tests have taken place to
ensure that the atmosphere is safe to breathe.

Initial testing should be carried out by a certified a “Competent person” or

similar accredited person who will issue a certificate stating whether the
space is ‘safe for man’ and/or work, and if any special conditions are to be
observed.

On a vessel this may be the Chief Officer, or other competent person onboard. If
in doubt of the officer’s qualification,documentation is required to be shown. In no
case should the class surveyor be considered to be a “Competent Person” – evenif he
is equipped with his own personal testing equipment.

Entry into enclosed spaces should be planned and the use of an entry permitsystem,
which may include the use of a checklist, is recommended. An Enclosed SpaceEntry
Permit should be issued by the master or the nominated responsible person,
andcompleted by the personnel who enter the space prior to entry.

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Q. MARPOL Amendments

Ans. Amendment table for MARPOL including date of entry into force.

AMENDMENT DATE OF ENTRY COMMENTS

INTO FORCE

Amendments to make completion of

Form B of the Supplement to the
2016 (Annex I) amendments International Oil Pollution Prevention
(MEPC.276(70)) (IOPP) Certificate, with respect to
(Amendments to Form B of Segregated Ballast Tanks (SBT) and
1 Mar 2018
the Supplement to the Protective Location (PL) arrangements
International Oil Pollution on double hull tankers, and dedicated
Prevention Certificate) Clean Ballast Tanks (CBTs), consistent
and easier for RecognisedOrganisations
(ROs) to complete.

Amendments to:

align the terminology of the recording

requirements of MARPOL Annex V with
the Form of the Garbage Record Book to
2016 (Annex V) ensure consistent and complete
amendments recording in the record book;
(MEPC.277(70)) provide a new Record of Garbage
1 Mar 2018
(Amendments to HME Discharges to facilitate consistent
substances and Form of recording, including a new Part II to
Garbage Record Book) record cargo residues; and

mandate the classification and

declaration of cargo residues as Harmful
to the Marine Environment (HME) or
not; and

2016 (Annex VI)

amendments Amendments to require the mandatory
(MEPC.278(70)) collection of fuel oil consumption and
1 Mar 2018
(Amendments to implement transport work data from international
a data collection system for ships which are 5,000 GT and over.
fuel oil consumption of ships)

2016 (Annex IV)

amendments Amendments to establish effective dates
(MEPC.274(69)) for the Baltic Sea Special Area and
(Amendments to regulation consequential changes and editorial
1 Sep 2017
1 and 11 and the Form of improvements to the Form of the
the International Sewage International Sewage Pollution
Pollution Prevention Prevention Certificate.
Certificate)

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Amendments to require certain ships to
2016 (Annex VI) maintain records of the operational
amendments status of their marine diesel engines,
(MEPC.271(69)) together with the date, time and
(Amendments to regulation position of the ship when operating in
1 Sep 2017
13 – Record requirements NOx Emission Control Areas (NECAs).
for operational compliance These amendments ensure authorities
with NOx Tier III Emission are able verify whether a ship’s engines
Control Areas) have been operated in compliance with
NECA requirements.

Consequential amendments to appendix

2016 (Annex II) I to MARPOL Annex II (Guidelines for
amendments the categorization of noxious liquid
(MEPC.270(69)) (Revised 1 Sep 2017 substances) related to the revised
GESAMP Hazard Evaluation GESAMP Hazard Evaluation Procedure
Procedure) for Chemical Substances Carried by
Ships.

2015 (Annexes I, II, IV and

V) amendments
(MEPC.265(68))
(Amendments to MARPOL Amendments to make the environment-
Annexes I, II, IV and V to 1 Jan 2017 related provisions of the Polar Code
make the use of the mandatory.
environment-related
provisions of the Polar Code
mandatory)

Amendments related to discharge

connections and piping to and from oil
residue (sludge) tanks to minimise the
possibility of oil residues being
2015 (Annex I) amendments
discharged at sea. The amendments
(MEPC.266(68)) (Regulation
1 Jan 2017 formalise existing Unified Interpretations
12- Tanks for oil residue
(UIs) to ensure that MARPOL is
(sludge))
implemented uniformly and provides
additional clarification on the means of
disposal by giving examples of types of
disposal systems.

Q. Critical period in dry-docking

Ans. For Graving Dock:

During docking, It starts when aft touches first block and end when ship is takes the
blocks overall. While undocking it is other way.

Critical Instant is just before the vessel takes the blocks overall – i.e. just before fwd
end is about to sit on blocks.
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For Floating Dock: Floating dock is a different from Graving dock.

As explained by Capt. BB Sharma

In Floating dock (see Diagram below) there are two different critical periods

1. for the Ship (Ship only)

2. for the Ship & floating Dock Combined (as composite Unit)

Main advantage of floating dock is that we can dry-dock the ship which is adversely
trimmed also i.e. trimmed by head

Even if the floating dock maintains the trim same to that of vessel and starts pumping
out it is not possible for the ship to take blocks overall in just one go, therefore
critical period is calculated in 2 parts (Ship only & Composite Unit)

Before ship enters the Floating Dock, dock in submerged and there are no gates (at
fore and aft ends of Dock), so water is free to enter and leave therefore that water is
part of sea.

Now When ship enters the Floating dock, it is floating is water, that water which is
part of sea. The Stability of the ship is that of its own at this point (as it was even
outside the Floating dry-dock).

Now floating dock starts de-ballasting its tanks and there will be instant when ship
will touch blocks at one end (either fwd or aft end). Lets say aft end touches first, at
this moment there will be virtual loss of GM (that Virtual loss of GM will start
increasing as ship keeps on taking blocks) and a critical period will start, just like ship
was in graving dock. It will end when ship takes blocks over all.

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Now once ship takes blocks overall, it becomes the part of Floating Dock. At this time
the intact water plane area of the full composite unit is sum of ship’s WPA and Docks
side tanks WPA.

Once water level has reduced to keel level, suddenly the water plane area of full
composite unit reduced to a great extent. As the dock keeps de-ballasting its tanks n
continue to rise, water level will reach to a level when Docks tank-top comes out of
water at this moment WPA of full dock increases to it maximum extent.

Therefore the critical period for Composite unit starts when water level reaches the
keel of Docked ship and end when the Tank-top comes out of water.

Critical instant will be when the Stability of full composite unit is least, that is when
water level in dock is just about to reach the keel of docked ship.

Q. Why aft trim is preferred during dry dock?

Ans.

 Stern is more strengthened to take initial impact

 Bow being lighter easier to slew
 A ship with stern trim has more GM compared to ship with even keel and fwd
trim with same mean draft

Q. Why not Even keel, why go trim for dry dock?

Ans.

 To control the force P acting upwards becoming zero or reducing fast which
could result in topple of ship in critical period.
 For the controlled docking of ship on the blocks
 Going even keel makes difficult to land the ship centrally on the blocks

Q. Why small trim(aft), why not large trim?

Ans.

 By having only a small docking trim, the upwards Force ‘P’ that builds up at the
aft block during the critical period, is small.
 Less chances of structural damage.
 Less loss of GM and ship can still have +ve GM even if original GM was not so
great.
 An excessive trim leads to large ‘P’ value, aft block may be tripped and it
happens the ship dips aft & surges aft and possibly causing damage to other
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blocks or to ship’s structure also GM loss will be more therefore ship may
capsize, also critical period will be longer.

Q. Dry-Docking Calculation?

Ans.

Force ‘P’ = Trim(in cm) x MCTC ÷ LCF

Virtual loss of GM = P x KG ÷ (W-P) or P x KM ÷ W

During critical period the residual GM should remain positive. That is initial GM -
Virtual Loss of GM.

That is vessel should have sufficient Initial GM.Only then can vessel enter dock

Q. Importance of shell expansion plan

Ans.

 It illustrates both the side and bottom plating as a continuous whole and shows
the numbering of plates and lettering of plate strakes for reference purposes.
 These plans are essential for describing the locations of damage to the ship’s
shell and connections to the shell.
 This plan shows the boundaries of the shell plates and thickness of each plate in
millimeters. (a minimum and maximum are shown for each plate thickness.)
 The frames, floors, girders, longitudinals, bilge keels and stringers which make
contact with shell plates are also shown.
 The locations of other features such as sea chests and anchor pods are also
shown.
 Frame numbering appears at the bottom and top of the plan, counting forward
and aft, from zero at after perpendicular(at the rudder stock)
 The limits of each cargo hold are also shown at the top of the plan.

Q. Definition of sludge as per MARPOL amendment

Ans. As per MEPC.187(59)

Oil residue (sludge) means the residual waste oil products generated during
thenormal operation of a ship such as those resulting from the purification of fuel
orlubricating oil for main or auxiliary machinery, separated waste oil from oilfiltering
equipment, waste oil collected in drip trays, and waste hydraulic andlubricating oils .

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Q. Amendment of Annex I, Coming into force on Jan 2017.

Ans

The IMO has adopted amendments to Regulation 12 of MARPOL Annex I

(seeResolution MEPC.266(68)), which will enter into force on 1 January, 2017.

The amendments mean that oil residue (sludge) tanks must have no discharge
connections to the bilge system, oily bilge water holding tank(s), tank top or oily
water separators.

The only exceptions to this are as follows:

 Tanks may be fitted with drains (with manually operated self-closing valves and
arrangements for subsequent visual monitoring of the settled water) that lead
to an oily bilge water holding tank or bilge well or they may be fitted with an
alternative arrangement, provided that this arrangement does not connect
directly to the bilge piping system.

 The sludge tank discharge piping and bilge-water piping may be connected to a
common discharge connection provided it does not allow for the transfer of
sludge to the bilge system.

These requirements apply to all new and existing vessels 400 gt and above
(previously, they did not apply to vessels delivered before 1 January 2014*). All ships
400 gt and above, constructed before 1 January 2017 must be arranged to comply
with the requirements no later than the first renewal survey carried out on or after 1
January 2017.

It is anticipated that the biggest impact will be on existing vessels with keels laid
before 31 December 1990, which may have connections between the bilge and sludge
systems. Connections between designated sludge pumps and the oily water separator
are not uncommon and will need to be removed.

======= =======

The amendments have re-structured the provisions of regulation 12 of MARPOL Annex

I related to tanks for oil residues (sludge) on the requirements for discharge
connections and common piping arrangement to ensure oil residues are properly
disposed of.

Oil residue (sludge) may be disposed of directly from the oil residue (sludge) tank(s)
to reception facilities through the standard discharge connection referred to in
regulation 13, or to any other approved means of disposal of oil residue (sludge),
such as an incinerator, auxiliary boiler suitable for burning oil residues (sludge) or
other acceptable means which shall be annotated in item 3.2 of the Supplement to
IOPP Certificate Form A or B.

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Oil residue (sludge) tank(s) shall be provided and:

 shall be of adequate capacity, having regard to the type of machinery and

length of voyage, to receive the oil residues (sludge) which cannot be dealt with

 shall be provided with a designated pump that is capable of taking suction from
the oil residue (sludge) tank(s) for disposal of oil residue (sludge)

 shall have no discharge connections to the bilge system, oily bilge water holding
tank(s), tank top or oily water separators, except that:

o the tank(s) may be fitted with drains, with manually operated self-closing
valves and arrangements for subsequent visual monitoring of the settled
water, that lead to an oily bilge water holding tank or bilge well, or an
alternative arrangement, provided such arrangement does not connect
directly to the bilge discharge piping system; and

o the sludge tank discharge piping and bilge-water piping may be connected
to a common piping leading to the standard discharge connection referred
to in regulation 13; the connection of both systems to the possible
common piping leading to the standard discharge connection referred to
in regulation 13 shall not allow for the transfer of sludge to the bilge
system;

 shall not be arranged with any piping that has direct connection overboard,
other than the standard discharge connection referred to in regulation 13; and

 shall be designed and constructed so as to facilitate their cleaning and the

discharge of residues to reception facilities.

Ships constructed before 1 January 2017 shall be arranged to comply with paragraph
3.3 of this regulation not later than the first renewal survey carried out on or after 1
January 2017.

Q. Amended limits of sox and new SECA zone

Ans

As per MEPC.190(60)that came into force on 1 August 2011

And as per MEPC.202(62) that came into force on I Jan 2013 that includes The United
States Caribbean Sea area in Emission Control Area.

New Emission control area are:

 the North American area

 the Baltic Sea area
 The United States Caribbean Sea area including Puerto Rico and Virgin Islands
 any other sea area that includes
 the sea area located off the coasts of the Hawaiian Islands
(of Hawaii, Maui, Oahu, Molokai, Niihau, Kauai, Lānai, and Kahoolawe.)

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Q. Changes in PSC

Ans. Imminent changes to the Paris Memorandum of Understanding on Port State Control
(the “Paris MoU”) and the changes made in September 2010 to US Coast Guard policy to ban
repeat offenders reflect both a tightening up of Port State Controls and a growing lack of
tolerance for substandard vessels.

THE PARIS MOU

The New Inspection Regime (“NIR”) comes into force on 1 January 2011. The NIR is a
risk based targeting mechanism that, according to Paris MoU, aims to “reward quality
shipping with a smaller inspection burden and concentrate on high-risk ships, which
will be subject to more in-depth and more frequent inspections”. To achieve this,
ships visiting ports and anchorages of Paris MoU members will, in principle, be
inspected in at least one state annually. Currently, Paris MoU members aim to inspect
just 25% of ships calling at their national ports and anchorages. Below are set out the
amendments being made to the existing Paris MoU, the net result of which will be the
tightening of Port State Controls.

CLASSIFICATION OF RISK CATEGORY

Under the NIR the Target Factor, a grading regime scoring ships according to certain
generic (flag, type, class, age) and historical factors, is replaced by the Ship Risk
Profile. Ships will now be classed as low, standard or high risk. Assessing risk will be
by reference to a more detailed set of generic and historic factors. However, under
the NIR, not only will the Ship Risk Profile be taken into account when considering a
vessel for inspection, but so too will the performance of the company responsible for
the ISM. Feasibly, even new vessels may find themselves categorised as high risk and
detained or possibly banned from port if they are managed by companies with a poor
reputation and track record.

INSPECTION

The NIR documents the right of members to inspect foreign flagged ships in their
ports at any time. The inspection regime consists of two categories: periodic (to be
determined by the time window) and additional (to be triggered by overriding or
unexpected factors). The time window for inspections is set according to a ship’s risk
profile. For example, for a high risk ship the window is 5-6 months after the last
inspection in the Paris MoU region, and for a low risk ship it is 24-36 months after the
last inspection. Whatever the level of risk, there is a time limit within which that
vessel will need to be inspected under the Paris MOU.

The NIR sets out a selection scheme for inspections when ships must, or may, be
selected for inspection. This will depend on whether the relevant time window
referred to above is open or has passed, and also whether any overriding or
unexpected factors have been logged in relation to the ship.

The current inspection types (initial, more detailed and expanded) will not change. On
a periodic inspection, each ship with a high risk profile and all bulk carriers, chemical
tankers, gas carriers, oil tankers or passenger ships older than 12 years must
undergo an expanded inspection. All standard and low risk ships which are not one of

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the above types will undergo an initial inspection or a more detailed one if clear
grounds are established.

BANNING

The detention regime remains largely unchanged. Banning for multiple detentions,
however, will be widened to cover all ship types. The criteria for first and second bans
have been amended:

 if the ship’s flag is black-listed, it will be banned after more than two detentions
in the last 36 months;

 if the flag is grey-listed, the ship will be banned after more than two detentions
in the last 24 months.

Time periods are also introduced after which a ban can be lifted, ranging from three
months after the first ban to 24 months after the third. A fourth ban is a permanent
ban.

REPORTING OBLIGATIONS

Finally, the provisions on arrival notifications will be widened. In particular the 72

hour pre-arrival message is widened to all high risk ships and to all bulk carriers,
chemical tankers, gas carriers, oil tankers and passenger ships older than 12 years
which are eligible for expanded inspection. All ships must still provide a pre-arrival
notification 24 hours in advance.

US COAST GUARD POLICY LETTER : BANNING OF FOREIGN SHIPS

The US Coast Guard has released the text of Policy Letter 10-03 (the “Policy Letter”),
entitled “Banning of Foreign Ships”, the contents of which became effective on 1
September 2010. The purpose of the Policy Letter is to ensure that all ships operating
in US waters are doing so “in compliance with US regulations, international
conventions and other required standards”. It outlines Coast Guard procedures for
denying foreign flagged commercial ships entry into US territorial waters and any port
or place subject to US jurisdiction when that ship has been detained three times
within the previous twelve months.

The Policy Letter states that the cornerstone for ensuring that a ship is compliant with
all required standards is “a well written and properly implemented” Safety
Management System (“SMS”). The importance of this comes into play when
considering the reasons for a ship’s detention. The Coast Guard must follow the
procedures set out in the Policy Letter if the ship has been detained by the Coast
Guard three times in the last twelve months, and it is determined that failure to
effectively implement the ship’s SMS may be a contributing factor for the substandard
condition(s) that led to the detentions.

If, following the necessary inspections, it is determined that adequate measures have
not been taken to prevent future non-compliance with the relevant standards, a
Letter of Denial will be issued to the ship’s owner. This Letter will inform the owner
that the ship will be denied entry into any US port or place unless specific actions are

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completed. The Letter of Denial and all its requirements will be associated with the
ship’s IMO number, and will remain in effect whether the ship is sold, placed under
new management, renamed or re-flagged. If the requisite steps are taken, a Letter of
Acceptance will be issued, although a further Port State Control examination must be
conducted before the ship can proceed as scheduled.

The Policy Letter is similar in its purpose to the amendments to the Paris MoU,
however an important distinction is the ISM Code expanded examination which must
be undergone to determine whether implementation of the ship’s SMS was a factor in
the detention.

Q. Why PSCO goes for detailed inspection

Ans. (as per IMO PROCEDURES FOR PORT STATE CONTROL, 2011)

When a PSCO inspects a foreign ship which is required to hold a conventioncertificate,

and which is in a port or an offshore terminal under the jurisdiction of the portState,
any such inspection should be limited to verifying that there are on board
validcertificates and other relevant documentation and the PSCO forming an
impression of theoverall condition of the ship, its equipment and its crew, unless
there are "clear grounds" forbelieving that the condition of the ship or its equipment
does not correspond substantiallywith the particulars of the certificates.

If the PSCO has clear grounds for carrying out a more detailed inspection, themaster
should be immediately informed of these grounds and advised that, if so desired,
themaster may contact the Administration or, as appropriate, the
recognizedorganizationresponsible for issuing the certificate and invite their presence
on board.

In the case that an inspection is initiated based on a report or complaint, especially

ifit is from a crew member, the source of the information should not be disclosed.

Clear grounds: Evidence that the ship, its equipment, or its crew does notcorrespond
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
safetyof ships or the prevention of pollution.

"Clear grounds" to conduct a more detailed inspection include:

1. the absence of principal equipment or arrangements required by the applicable

conventions;

2. evidence from a review of the ship's certificates that a certificate or certificates

are clearly invalid;

3. evidence that documentation required by the applicable conventions and listed

in appendix 12 is not on board, incomplete, not maintained or falsely
maintained;

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4. 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;

5. evidence from the PSCO's general impressions or observations that serious

deficiencies exist in the safety, pollution prevention or navigational equipment;

6. 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;

7. indications that key crew members may not be able to communicate with each
other or with other persons on board;

8. the emission of false distress alerts not followed by proper cancellation

procedures; and

9. receipt of a report or complaint containing information that a ship appearsto be

substandard.

Q. Conditions on which vessel can be detained

Ans. As per Appendix 2 (Guidelines for the detention of ships) of PROCEDURES FOR
PORT STATE CONTROL, 2011

When deciding whether the deficiencies found in a ship are sufficiently serious tomerit
detention, the PSCO should assess whether:

.1 the ship has relevant, valid documentation; and

.2 the ship has the crew required in the minimum Safe Manning Document.

During inspection, the PSCO should further assess whether the ship and/or
crew,throughout its forthcoming voyage, is able to:

1. navigate safely;
2. safely handle, carry and monitor the condition of the cargo;
3. operate the engine-room safely;
4. maintain proper propulsion and steering;
5. fight fires effectively in any part of the ship if necessary;
6. abandon ship speedily and safely and effect rescue if necessary;
7. prevent pollution of the environment;
8. maintain adequate stability;
9. maintain adequate watertight integrity;
10. communicate in distress situations if necessary; and
11. provide safe and healthy conditions on board.

If the result of any of these assessments is negative, taking into account

alldeficiencies found, the ship should be strongly considered for detention. A
combination ofdeficiencies of a less serious nature may also warrant the detention of

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the ship. Ships whichare unsafe to proceed to sea should be detained upon the first
inspection, irrespective of thetime the ship will stay in port.

Detainable deficiencies

To assist the PSCO in the use of these Guidelines, a list of deficiencies is given in
Appendix 2,grouped under relevant conventions and/or codes, which are considered
to be of such aserious nature that they may warrant the detention of the ship
involved. This list is notconsidered exhaustive, but is intended to give examples of
relevant items. Following are just groups as given in the list

 Areas under the SOLAS Convention eg: Failure of proper operation of the
main and auxiliary steering gear.

 Areas under the Load Lines Convention eg: Overloading.

 Areas under the MARPOL Convention eg: Unauthorized discharge bypass

fitted.

 Areas under the STCW Convention eg: Failure to comply with the applicable
safe manning requirements of theAdministration.

 Areas under the IBC Code eg: Sources of ignition in hazardous locations.

 Areas under the IGC Code eg: Pressure alarms for cargo tanks not operable.

Areas which may not warrant a detention, but where, e.g. cargo operations have to
besuspended

Failure of the proper operation (or maintenance) of inert gas systems, cargo related
gear ormachinery should be considered sufficient grounds to stop cargo operation.

Q. Condition of class

Ans.

A requirement of a class surveyor, recorded on an Interim Certificate of Class, that a

specific measure, repair, survey, etc. must be carried out by a specified date in order
for the ship to retain her class.

On a damaged ship there may be, for example, a "Condition of class now imposed"
that an indented shell plate ("now temporarily repaired") must be "satisfactorily dealt
with" by the next dry-docking (with due date shown). On a new LNG carrier there
may be, for example, a "condition of class now imposed" that the cargo tank safety
devices, high level alarms and overfill valve shutdown are to be examined and tested
at the first cargo loading. When confirmed by a class surveyor to have been
satisfactorily complied with, a previously-imposed condition of class will be shown on
a new Interim Certificate of Class under the heading "Conditions of class now
deleted".

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During its life, a ship may have issues with ship's hull and/or machinery. For example

 A ship has collided with other ship which has resulted in a dent or hole on ship's
side. To repair this ship need to sail for few days to arrive at
nearest/economical dry dock.

 A ship has had allision with a jetty while berthing resulting in a dent or hole on
ship's side. To repair this ship need to sail for few days to arrive at
nearest/economical dry dock.

 A Ship engine Governor is not working and spares has a lead time and will only
be available in around one month time

There are many more such examples and situations. In such cases, clearly ship is not
complying with the rules of the classification society.

But if the classification society revokes the "Certificate of class", the ship would not be
able to sail.

So instead, a class surveyor attends the ship and suggests and/or verifies the
temporary arrangements. After the said temporary arrangements are in place, he will
allow the ship to sail for one voyage or for some time period.

Class does so by issuing a "Condition of class", Which means that to be able to retain
the class, the said defect need to be renewed before the specified period.

This way the "certificate of class" remains valid but with a condition.

When the defect is rectified, class surveyor will attend the vessel and verify that.
After successful verification, he will delete the condition of class.

In case of repair of structural damage, such as to hull, class may require a class
surveyor to monitor the repair.

In any case, if the condition of class is not removed before the said period, the
certificate of class will become invalid and the ship will considered to be unseaworthy.

Q. What is Form R and Form E

Ans.

International ship safety radio certificate

The certificate also has a Form R attached to it. Form R gives the details of all the
radio equipments required and available on board.

International ship safety equipments certificate

The above certificateneeds to have a form E attached with it. Form E of this
certificate gives the detail of each safety equipment that need to be on board.

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International oil pollution prevention certificate

IOPP certificate will have either the Form A or Form B attached to it. Form A applies
to the ships that do not carry oil as cargo. Form B applies to the oil tankers or the
ships that carry oil as cargo.

Form A and form B gives the details of the equipments required as per MARPOL annex
I that are fitted on board. These equipments may include

 Oil discharge monitoring equipment

 Oily water separator
 Incinerator
 details and capacity of engine room bilges
 Inert gas system or Inert gas generator

Q. If crew member tells u that it is his right to get 2 pairs of safety shoes
every 3 months, action.

Ans.

Actions :-

 Call up a meeting. Keep it in private for positive side.

 Talk to him and get to d reason why he is asking. If it is a genuine reason then
issue him a new pair.
 If not, then make him understand verbally.Read out relevant sections of AOA &
CBA.Inform and explain him the situation.
 If he is still not behaving up to mark, inform company through master.
 Send appraisal report.

Q. Snubbing of cable & Ranging of cable?

Ans.

To snub the cable is to stop the cable running out by applying the brake. A vessel is
said to snub round on her anchor when she checks the paying out of the cable by
applying the brake on the windlass, so causing the cable to act as a spring, turning
the bow smartly in the direction of the cable.

On most modern vessel, ranging the anchor chain means to flake out, on deck or
pier, the anchor chain to determine its condition. Looking for weak links and
measuring wear (new v/s used). Usually the allowable wear is determined by
manufacturer and will be near the anchor end of the chain - where it make the most
contact and movement with the abrasive sea bottom. The chain is sometimes reverse
at set intervals, the anchor end will now be attached to the "bitter end" and vice
versa, in order to get the most life out of the chain. This procedure is usually done in
dry dock.

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Q. Anchor & Cable Survey and Chain Locker Survey

Ans.

ANCHORS & CHAINS (Survey)

1. Both chain locker manhole covers, shall be removed. The Chain lockers shall be
thoroughly ventilated and certified safe for personnel to enter. Copies of safe entry
certificates shall be posted adjacent to the manholes and copies shall be retained by
Chief officer.

2. Both Port And Starboard anchors and anchor cables, shall be ranged in the dock for
hydro-blast cleaning and inspections by Thickness Measurement Surveyor. Both
anchors shall be lowered to the dock floor. After both anchors and cables are ranged
on the dock floor, both chain locker access covers shall be removed and both cable
bitter ends let go.

3. Cables shall be hydro-blasted and inspected for Thickness. All links shall be
inspected and slack studs or missing lead pellets identified and reported.

4. Both anchors chains shall given one (1) coat of Abrasion resistant paint (Black).
The anchors chains to be turned 180 as required to ensure that all bare metal is
coated satisfactorily.

5. Anchor shackle pins shall be removed for examination. Upon reassemble, new
taper pins shall be fitted. Joining shackles shall be painted red with equal numbers of
white links painted on either side. The number of white links will correspond with the
number of shots beginning from the anchor joining shackles. The outer end links of
each white painted set shall be marked with seizing wire close hitched around the link
stud.

6. On completion of above work, cables and anchors shall be reshipped and secured
in good order and adjustment.

CHAIN LOCKER (Survey)

1. With the anchor chains removed, Both Chain Lockers should be cleaned internally
with a high pressure water wash. Bottom grates to be lifted and cleaned underneath.
All dirt and debris shall be removed and disposed of ashore.

2. Chain locker to be examined by Thickness Measurement Surveyor.

3. Bilge pumping system piping for the chain locker should be clear and operable
upon completion of work.

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Q. Marking on anchor “A AAA” means

Ans. As per Danton 11th edition Page no 11.

Every Anchor which has been officially tested under the Anchor and Chain Cables
Rules, must be marked. A circle is marked in any conspicuous position on the Anchor.

Within this Circle, two items of information appears.

So Symbol ‘A’ will be Serial Number of Test Certificate.

And Symbol ‘AAA’ represents the letters of Certifying Authority. It must not exceed
three initials and one number (in total 4 Letters)

The Chain is also marked in similar way markings to appear on every Shackle, at end
of each cable.

Q. Baltic Moor

Ans.

When there is a strong onshore wind and you have to berth a ship without the
assistance of tugs to a pier or jetty that is not strong enough to bear the impact or is
not sufficiently ‘fendered’

preparatory process to be undertaken before venturing for the Baltic moor.

– At first a 30 mm wire is passed from the poop deck on the offshore side from the
outside of the hull and clear of any protrusions like the gangway, the pilot ladder etc.

– The anchor is cockbilled, i.e., released a little from the hawse pipe before finally
letting it go, and a man is lowered with a bosun’s chair to tie up the wire to the
anchor with a shackle at about the ganger’s length.

– The other end of the wire is taken ‘on turn’ upon a mooring winch through a bight.

– When the ship is abreast of the berth and falling on it rapidly, the anchor is dropped
keeping trickle headway so that the anchor holds.

– When the anchor is snubbed, the wire from the stern that goes in with the anchor,
gets taught and effectively holds the fall of the stern.

– The anchor chain is then slowly payed off and simultaneously the wire from the
stern, while the on-shore wind pushes the vessel horizontally to the berth.

– As soon as the vessel is close -springs, head and stern lines are passed ashore with
the heaving lines and the scope of the anchor adjusted accordingly so as to bring the
ship slowly alongside the berth.

– Normally the anchor is dropped 70-100 feet off the berth depending on the wind
force and the tonnage of the vessel.

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Ganger Length :- A short length of anchor cable set between the anchor crown ‘D’
shackle and the first joining shackle of the cable. The length may consist of just a few
links which may or may not contain a swivel fitting.

Q. Mediterranean Moor

Ans.

When there is not enough space at the wharf for a number of ships or boats to be
moored or when there is a ramp at the stern of the ship (like a car carrier).

The ship has to be moored perpendicular to the wharf with its stern transom (surface)
lying parallel to the jetty. Such “end on” to the quay berthing is called “Mediterranean
Mooring”.

At first the place where the ship’s stern is to be brought alongside is located. A
firsthand knowledge of the shore line is required, like if there is a protrusion or not at
the underwater section or the bed is shallow or shoaled. In that case the stern first
approach is aborted and the bow first approach is tried. For a vessel having normal
right handed propeller the wharf is best kept on the port side and the distance is kept
more than seven ships length.

The ship is at first kept parallel to the berth and then it is brought astern. The point of
berthing is now generally abeam. All through the astern movement the rudder is kept
to hard over port so as to get the maximum canting effect. As the ship falls astern,
the bow will naturally cant to starboard due to transverse thrust. The Starboard
anchor is dropped in such a way so that the scope (it’s the ratio of the length of the
anchor rode and the vertical distance from the bow of the vessel to the bottom of the
water or the bed) is 7:1 (approx). So if the sea bed is 10 m down from the bow, a

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distance of 70 m is required. Smaller crafts with shorter anchor chain will try to
make this distance as much as practicable.

The vessel is slowly brought astern keeping in mind that the wind is not on- shore.
Otherwise the fall cannot be restricted. Off shore winds are of great help as they
dampen the stern board movement and the vessel will have a tendency to stop
without much use of the ahead movements on the telegraph.

When the wind is athwart, the first line ashore will be the one from the windward
side. In this case if the wind pushes the starboard hull the starboard quarter line is to
be sent ashore first.

Q. Running Moor or Bahamian Mooring

Ans.

Procedure:

 Head to stream or wind.

 When both are present, head to one has stronger effect.
 Let go starboard anchor on run, when vessel is 4 shackles and half of ship's
length (1).
 The cable is rendered as the vessel moves upstream.
 The cable is not allowed to be tighten, as bow will cant to starboard.
 The cable is rendered or veered 9 shackles and vessel moves to position-2.
 In position-2, port anchor is let go.
 The vessel moves stern.
 Five shackles weighed on lee (starboard) cable and five shackles veered on
riding cable.
 The vessel is then brought up on her riding cable at position-3.

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Q. Meaning of “LR 100 A1”.

Ans.

Lloyd's Register, the latter granting the well-known classification 100A1,

where 100 = suitable for seagoing service,

A = constructed or accepted into Lloyd's Register class and maintained in good and
efficient condition, and

1 = good and efficient anchoring and mooring equipment.

“+”(properly called a Pattee cross but often called a Maltese cross) means the ship
was constructed under survey by Lloyd's Register surveyors;

"100" means the ship is suitable for seagoing service.

"A" means the ship was constructed or accepted into LR class and is maintained in
good and efficient condition.

"1"means she has good and efficient anchoring and mooring equipment.

Q. Types of ice class ships

Ans. Def as per Polar Code

Category A ship means a ship designed for operation in polar waters in at

leastmedium first-year ice, which may include old ice inclusions.

Category B ship means a ship not included in category A, designed for operation
inpolar waters in at least thin first-year ice, which may include old ice inclusions.

Category C ship means a ship designed to operate in open water or in ice

conditionsless severe than those included in categories A and B.

First-year ice means sea ice of not more than one winter growth developing
fromyoung ice with thickness from 0.3 m to 2.0 m

Old ice means sea ice which has survived at least one summer's melt;
typicalthickness up to 3 m or more. It is subdivided into residual first-year ice,
second-year ice andmulti-year ice.

Ice Class means the notation assigned to the ship by the Administration or by
anorganization recognized by the Administration showing that the ship has been
designed fornavigation in sea-ice conditions.

Polar Class (PC) means the ice class assigned to the ship by the Administration orby
an organization recognized by the Administration based upon IACS
UnifiedRequirements.

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Q. How will u know that with which P&I club your ship is associated?

Ans.

Certificate of entry for P&I club :This certificate shows that ship is covered under the
P&I club which has issued this certificate.

Q. Expanded survey, suspended survey.

Ans.

In November 2002 the oil tanker “Prestige” broke apart 250 km off the Spanish coast
and caused a major oil spill along the coastline. Politicians reacted by tightening ship
safety regulations and their stricter enforcement. Since 2011 “high risk ships” as well
as ships, older than 12 years and of a “risk ship type” such as tankers, bulk carriers
and passenger ships have been subjected to an “expanded inspection”. Ships which
are classified as high risk ships because of their detected deficiencies in combination
with a performance of the operator, flag state and classification society that is below-
average are also subject to an expanded control.

Expanded inspection – by PSC

An expanded inspection shall include a check of the overall condition, including

human element where relevant, in the following risk areas:

1. Documentation
2. Structural condition
3.Water/Weathertight condition
4.Emergency systems
5.Radio communication
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6.Cargo operations
7.Fire safety
8.Alarms
9. Living and working conditions
10. Navigation equipment
11.Life saving appliances
12.Dangerous Goods
13.Propulsion and auxiliary machinery
14. Pollution prevention

and subject to their practical feasibility or any constraints relating to the safety of
persons, the ship or the port, verification of the specific items in these risk areas
listed for each ship type must be part of an expanded inspection.

The inspector must use professional judgement to determine the appropriate depth of
examination or testing of each specific item.

Inspectors must be aware that the safe execution of certain on-board operations, e.g.
cargo handling, could be jeopardised by tests carried out during such operation.

The expanded inspection will take account of the human elements covered by ILO,
ISM and STCW and include operational controls as appropriate.

Reporting obligations

General Reporting Obligations (24 ETA)

A ship has to report 24 hours (24 ETA) before arriving at a port or anchorage of the
Paris MoU region or before leaving the previous port or anchorage if the voyage is
expected to take less than 24 hours. Thus, this pre-arrival notification has to be
reported to all ports in the Paris MoU region the ship calls. The 72 hours reporting
obligation (72 ETA) is only required when the ship is due for an expanded inspection.

Reporting Obligations for ships due for an expanded inspection (72 ETA)

Ships due for an expanded inspection have to report 72 hours (72 ETA) before
arriving at a port or anchorage of the Paris MoU region or before leaving the previous
port or anchorage if the voyage is expected to take less than 72 hours the following
information to the port authority:

(a) ship identification (name, flag, call sign IMO or MMSI number);
(b) port of destination;
(c) estimated time of arrival (ETA);
(d) estimated time of departure (ETD);
(e) planned duration of the call;
(f) for tankers
i. configuration: single hull, single hull with SBT, double hull;
ii. condition of the cargo and ballast tanks: full, empty, inerted;
iii. volume and nature of cargo;
(g) planned operations at the port or anchorage of destination (loading, unloading,

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other)
(h) planned statutory survey inspections and substantial maintenance and repair work
to be carried out whilst in the port of destination;
(i) date of last expanded inspection in the Paris MoU region.

Suspended Survey

If a PSC inspector or surveyor suspend the survey or inspection on basis of

initial,immediate or visual condition of vessel, at initial stage of inspection, or even
without entering ship

Such inspection is called suspended Survey.

For eg: if a surveyor find a hull is breached while standing on jetty, then he may
suspend the survey even without boarding the ship and ship can be detained directly.

Q. Effect of draft, trim, displacement and other parameters at all staged

on a voyage from madras to savannah via panama.

Ans.

Draft will increase as ship moves from Salt Water to Fresh water, how muchincrease in
draft can be calculated by below formula:

Sea Water Density - Dock Water Density x Fresh Water Allowance

Sea Water Density - Fresh Water Density

This will give Bodily Sinkage

Regarding TRIM, vessel will trim by head if it was even keel after moving into FW from SW

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When a ship passes from water of one density to water of another the hydrostatic draft
changes. Furthermore, the change in the position of the center of the buoyancy may cause
the trim to change.

Let the ship in above Figure float in salt water at the waterline WL. B represents the
position of the center of buoyancy and the G the center of the gravity. For equilibrium, B
and G must be in the same vertical line.

If the ship now passes into the fresh water, the mean draft will increase. Let W1L1
represent the new waterline and b the center of gravity of the extra volume of water
displaced. The center of buoyancy of the ship will move from B to B1 in the direction
directly towards b. The force of buoyancy now acts vertically upwards through B1 and the
ship’s weight acts vertically downward through G. The ship will then change trim to bring
the centers of gravity and buoyancy back in to the same vertical line.

W: displacement G: center of gravity

B: center of buoyancy B1: shifted center of buoyancy
F: center of floatation q: density
q1: reduced density d: difference between LCB and LCF
V: underwater volume of the vessel v: increment of volume
Change of Trim = {W x BB1} / MCTC

Additionally cargo calculations to be done keeping load line zones &panama canal DW
density prior loading of cargo. Also heavy weather precautions to be taken during voyage.

Q. What all will u report to P&I club (in which case you will call P&I Club)

Ans.

1. Personal injury
2. Illness and death claims from crew or passenger and etc.
3. Stowaways and its repatriation arrangement.
4. Cargo Survey (TML etc)
5. Cargo claims for damage or loss of the same.
6. Damage caused to machinery or ship by stevedore
7. Unrecoverable GA contributions.
8. Liability due to collision
9. Damage to fixed and floating objects ( Jetty, Pier, marine animals, Rig, Fishery
Facility and etc)
10. Liability under approved towage contracts
11. Removal of wreck
12. Salvage operations
13. Civil liabilities imposed due to pollution or oil spill
14. Other fines

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Q. Where will u find what all clothing to be given to crew onbard? What is
the winter gear requirement for Indian ships?

Ans.

CBA will give this information

Safety gear: agreement provides details of safety gear. Generally the company supplies
boiler suits, safety shoes, inner warm clothing. Seafarers are provided with additional safety
gear on board – safety helmet, Gloves, safety gloves, rain coat, parka jacket.

Abstract from ITF CBA Agreement 2015

Personal Protective Equipment

The Company shall provide the necessary personal protective equipment for the use
of each Seafarer whilst serving on board. Every person engaged in the operations and
every other person who may be exposed to the risk of injury, poisoning or disease
arising from the operations should, where necessary, be provided with and should
wear:

 a suitable safety helmet constructed to an appropriate standard;

 overalls;
 waterproof, reinforced, safety boots;
 depending on the risk, sufficient and suitable protective clothing and
equipment, including, but not limited to:

 respiratory protective equipment; eye protectors; hearing protection;

gloves; welding aprons; safety harnesses, ropes and attachments; and
buoyancy aids; and
 sufficient and suitable protective outer clothing for use by any person who,
by reason of the nature of work, is required to continue working in the open
air during cold or hot weather, rain, snow, sleet, hail, spray, high winds or
hot, humid conditions.

 Personal protective equipment should be used on an individual basis and not

passed to another person without first being cleaned, serviced and maintained;

Q. Frequency of drill and as per what. Duties in muster list as per what ?

Ans. As per SOLAS

SOLAS onboard drill requirements

Q. What is the part 1 of chain register

Ans. Always tell as per ILO never DG Fasli.

Part 1– Initial and periodical load test of lifting appliances and their annual thorough
examination

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Q. Contingency planning on board

Ans. As per SMS (ISM)

Q. Action in case of loss of life in foreign port as per msa?

Ans. Death of Seaman or Apprentice on Board

Whenever a Seaman or Apprentice engaged on a ship, (the voyage of which is to

terminate in India), dies during such voyage, the Master shall report the death by
cable or radio message to the next-of-kin of the Seaman or Apprentice and to the
Shipping Master at the port of engagement and shall take charge of the money and
effects of the Seaman or Apprentice which are on board, and shall enter in the Official
Log-Book a statement of the money and a description of the effects left by the
deceased.

The Master shall, if the ship before coming to India, touches and remains for forty-
eight hours at some port elsewhere, report the death of the Seaman or Apprentice to
the Indian Consular Officer at that port and, if required, shall hand over the property
of the deceased to that officer. Thereupon he shall obtain, endorsed on the
Agreement, a certificate from that Officer stating that he has received the property of
the deceased Seaman or Apprentice.

Within forty-eight hours of the Ship’s arrival at her final port of destination, in India
or upon the discharge of the crew, whichever first happens, the Master should deliver
to the shipping Master the Agreement, and the Official Log Book, an account of the
wages and effects of any Seaman or Apprentice who has died on board during the
voyage, whether he formed part of the Crew or not, any effects and the balance of
wages or other moneys belonging to any such Seaman or Apprentice. The Master
should also deliver to the Shipping Master Certificate (Masters’, Mates, Engineers or
Radio Officers’) of any Officer who has died or deserted during the voyage. The
shipping Master will then give a Certificate for the Purpose of clearance inwards.

If the Master fails to take charge of the money or effects of a Seaman or Apprentice
dying during a voyage or to make proper entries n respect thereof in the Official Log-
Book or to make such payment or delivery or to give such account as hereinbefore
stated, he shall be accountable for the money, wages and effects of the seaman or
apprentice to the Shipping Master wages and effects of the seaman or apprentice to
the shipping Master as aforesaid, and shall pay and deliver the same accordingly.
Such Master shall in addition incur a penalty which may extend to three times the
value of the property not accounted for or if such value is not ascertained, to five
hundred rupees, but such penalty shall not affect the Master’s liability to account for
the property not accounted for. All money, wages and effects of any Seaman or
Apprentice dying during the voyage shall be recoverable in the same Court and in the
same manner in which wages of Seaman may be recovered under the Merchant
Shipping Act, 1958.

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Q. What is general offence and indiscipline?

Ans. As per MS Act

Provisions as to discipline

190.Misconduct endangering life or ship.- No master, seaman or apprentice belonging

to an Indian ship,wherever it may be, or to any other ship, while in India, shall
knowingly-

(a) do anything tending to the immediate loss or destruction of, or serious damage
to, the ship, ortending immediately to endanger the life of, or to cause injury to any
person belonging to or on boardthe ship; or

(b) refuse or omit to do any lawful act proper and requisite to be done by him for
preserving the shipfrom immediate loss destruction or serious damage, or for
preserving any person belonging to or onboard the ship from danger to life or from
injury.

General offences against discipline

194 – A seaman lawfully engaged or an apprentice shall be guilty of an offence

against discipline if he commits any of the following acts, namely:-

a) if he quits the ship without leave after her arrival at her port of delivery and
before she is placed in security;
b) if he is guilty of willful disobedience to any lawful command or neglect of duty;
c) if he is guilty of continued willful disobedience to lawful commands or
continued willful neglect of duty;
d) if he assaults the master or any other officer of the ship;
e) if he combines with any of the crew to disobey lawful commands or to neglect
duty or to impede the navigation of the ship or retard the progress of the
voyage;
f) if he willfully damages his ship or commits criminal misappropriation or breach
of trust in respect of, or willfully damages any of, her stores or cargo.

Q. How to impose fine in case of indiscipline on board?

Ans. As per MS Act Section 202

202.Payment of fines imposed under agreement to shipping master.-

(1) Every fine imposed on aseaman for any act of misconduct under his agreement
shall be deducted and paid over as follows,namely:-

(a) if the offender is discharged at any port or place in India and the offence and
such entries in respectthereof as aforesaid are proved to the satisfaction of the
shipping master before whom the offender isdischarged, the master or owner shall

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deduct such fine from the wages of the offender and pay the sameover to such
shipping master; and

(b) if the seaman is discharged at any port or place outside India and the offence
and such entries asaforesaid are proved to the satisfaction of the Indian consular
officer, by whose sanction he is sodischarged, the fine shall thereupon be
deducted as aforesaid, and an entry of such deduction shall thenbe made in the
official log book, if any, and signed by such officer and on the return of the ship to
India,the master or owner shall pay over such fine to the shipping master before
whom the crew is discharged.

(2) An act of misconduct for which any such fine has been inflicted and paid shall not
be otherwisepunishable under the provisions of this Act.

(3) The proceeds of all fines received by a shipping master under this section shall be
utilised for the welfare of seamen in such manner as the Central Government may
direct.

Q. List all the Official Log Book entries to be made onboard Indian vessels.

Ans.As per MS Act and Indian Official Log Book Requirements.

INDEX TO ENTRIES IN OFFICIAL LOG BOOK(of Indian Registered Ship)

No. Entries Reference

Conviction of any member of crew and Section 214(1)(a) of M.S. Act,
1.
Punishment 1958
Offences committed by Member of Crew for
which it is intended to prosecute or to
enforce a Forfeiture or to exact a Fine,
Section 214(1)( c) of M.S.
2. together with such statement concerning the
Act, 1958
reading. Over of such entry, and concerning
the reply (if any) madeTo the charge as is
required by law
Offence for which punishment has been
Section 214(1)( c) of M.S.
3. inflicted on board, and The punishment
Act, 1958
inflicted
Illness, hurt or injury that has happened to
any Member of Crew, the nature thereof and Section 214(1)(e) of M.S. Act,
4.
the medical treatment adopted 1958
(if any)
5. Notice of disrating Section 126 of M.S. Act, 1958
Death that has happened on board, and
Section 214(1)(f) of M.S. Act,
6. cause thereof and otherParticulars as
1958
prescribed
Birth that has happened on board, the sex of
Section 214(1)(h) of M.S. Act,
7. the infant, the Names of the parents and
1958
other particulars as prescribed
Marriages that have taken place on board
Section 214(1)(h) of M.S. Act,
8. and the names and
1958
Ages of the parties

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The times of opening and closing hinged
doors, etc., which
SOLAS Chapter II-1
9. Are required to be kept closed during
Regulation 24.
navigation
(entries in official logs of passenger ships)
Name of Seaman or Apprentice who has
ceased to be a Member
Of the crew, otherwise than by death, With
the place, time, Section 214(1)(i)& 172(I) of
10.
Manner and cause thereof; whether, if bed M.S. Act, 1958
and bed ding were
Issued to him, these articles were returned
before leaving the ship
Wages due to any Seaman or Apprentice
who has died during
Sections 152(2)(b)& 214(I) of
11. The voyage and the gross amount of all
M.S. Act, 1958
deductions to be
Made therefrom
statement of the amount of money and
description of the
Section 152(2)(a) & 214(I)(k)
12. effects left by any Seaman or Apprentice
of M.S. Act, 1958
who died during
the voyage
Collision with any other ship, and the
13. circumstances under Section 349 of M.S. Act, 1958
Which the same occurred
Section 376(2) of M.S. Act,
14. Order of Marine Board
1958
Section 168(4) of M.S. Act,
15. Inspection of Provisions and Water
1958
Change of Masters – List of documents
Section 208(2) of M.S. Act,
16. handed to new
1958
Master
Section 214(1)(d) of M.S. Act,
17. Report of Character of Crew
1958
Section 319(I)(d) of M.S. Act,
18. Load line, free board and draught of water
1958
Occasions on which boat drill, fire drill, etc.,
SOLAS Chapter III Reg.19 &
19. is practiced, or
20
Life saving, fire appliances are examined
Signals received of distress or messages
that a vessel, aircraft or
Person is in distress at sea; reasons, if any,
Section 355(5) & (6) of M.S.
20. for not going to
Act, 1958
The assistance of persons in distress after
having received
A distress signal

Caution – Section 436(2) S. No. 72 of the Merchant Shipping Act, 1958, provides that
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

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false or fraudulent entry in or omission from an official log book shall be liable to
imprisonment for a term which may extend to one year.

Q. Duration of accommodation inspection on Indian ships?

Ans. As per MS Act Section 176 & 177

176.Inspection by shipping master, etc., of provisions, water, weights and measures

and accommodation.-

A shipping master, surveyor, seamen's welfare officer, port health officer, Indian
consularofficer or any other officer at any port duly authorised in this behalf by the
Central Government-

(a) in the case of any ship upon which seamen have been shipped at that port, may
at any time, and

(b) in the case of any Indian ship, may at any time, and if the master or three or
more of the crew o request, shall,enter on board the ship and inspect-

(i) the provisions and water,

(ii) the weights and measures,

(iii) the accommodation for seamen,

with which the ship is required to be provided by or under this Act and also the space
and equipment used for thestorage and handling of food and water and the galley and
other equipment used for the preparation and serviceof meals.

177.Inspection by master of provisions, water and accommodation at sea.-

The master of an Indian shipwhich is at sea shall, at least once in every ten days,
cause an inspection to be made of the provisions and waterprovided for the use of the
seamen, and apprentices and the crew accommodation, for the purpose
ofascertaining whether the same are being maintained in accordance with the
requirements of this Act, and theperson making the inspection shall enter a statement
of the result of the inspection in a book specially kept for thepurpose.

Q. Who will issue certificate of seaworthiness. What is the definition of

unseaworthy ship as per MSA

Ans. A certificate of seaworthiness isissued by the classification society (RO) on

behalf of Flag State.

As per Section 334 of MS ACT of 1958 Definition of Unseaworthy ship

A ship is "unseaworthy" within the meaning of this Act where the materials of which
she is made, herconstruction, the qualifications of the master, the number,
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description and qualifications of the crew includingofficers, the weight, description and
stowage of the cargo and ballast, the condition f her hull and equipment,boilers and
machinery are not such as to render her in every respect fit for the proposed voyage
or service.

Q. MS act regarding Load Lines.

Ans.

Section 310 to 328 of MS Act of 1958 deals with Load Lines.

Load Lines

310. Ship exempt from provision relating to load lines

311. Power to make rules as to load lines
312. Marking of deck line and load line
312 A. Alteration after survey
313. Submersion of load lines
314. Maintenance of load line marks
315. Inspection of ship with respect to load lines

Load Line certificates

316. Issue of load line certificates and effect thereof

317. Duration and cancellation of certificates
318. Ship not proceed to sea without certificate
319. Publication of load line certificate and particulars relating to depth of
loading
320. Insertion of particulars as to load lines in agreements with crew

Special provision as to ship other Indian ships

321. Issue of load line certificates to foreign ship in India and Indian ships in
foreign countries
322. Recognition of load line certificates and international load line exemption
certificates issued outside India
323. Inspection and control of Load Line Convention ship other than Indian
ships
324. Certificate of Load Line Convention ship other than Indian ship to be
produced to customs
325. Marking of deck line and load line of ship other than Indian ships
326. Submersion of load line of ship other than Indian ship
327. Inspection of ships other than Indian ships belonging to non-Convention
countries
328. Load line certificates and international load line exemption certificate of
ship other than Indian ships

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Q. What is Form LL14

Ans.

LL14 comes under Load line Certification ---- Protection of the crew

" Efficient guard rails or bulwarks shall be fitted to all exposed parts of the freeboard
and superstructure decks. The height of the bulwarks or guard rails shall be at least 1
metre (39 ½ in ches) from the deck, provided that where this height would interfere
with the normal operation of the ship, a lesser height may be approved if the
Administration is satisfied that adequate protection is provided."

Q. Safety Representative Duties as per COSWP

Ans.

Powers of safety representatives

1. Unlike the safety officer, the safety representative has powers not duties,
although membership of the safety committee imposes certain obligations.

2. Safety representatives may, with the agreement of the safety officer,

participate in investigations and inspections carried out by the safety officer or,
after notifying the master or a nominated deputy, may carry out their own
investigation or inspection.

3. They may also make representations to the Company or the relevant employer
on potential hazards and dangerous occurrences, and to the master, Company
or employer on general health and safety matters, such as the findings of the
risk assessment, health and safety training, and the introduction of new
technology.

4. They may request, through the safety committee, that the safety officer
undertakes an investigation and reports back to them, and may inspect any of
the records the safety officer is required to keep under the regulations. They
should ensure that they see all incident reports submitted to the MAIB under
the accident reporting regulations

Q. Arrangements to reduce panting in forepeak

Ans. Fore Peak Tank Construction

The following structures are found in the fore peak tank:

(1) Stem plate or stem bar or a combination of both in the forward most structure,
which forms the profile of the bow. The stem plate is normally made of steel plate
and is stiffened by a centerline girder or stiffener. The stem runs from the highest
point at the forecastle to the keel of the ship.

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(2) Breast hooks are fitted at intervals to stiffen the stem plate and to connect the
stem plate to the panting stringers or side stringers.

(3) Panting stringers or side stringers are fitted at regular intervals on the ship side to
reduce panting, the inward and outward deformation of side plating (the "hungry
horse” effect) caused by the changes in water pressure.

(4) Panting beams are normally spaced at every other frame space to absorb the
transverse fluctuating forces induced during slamming and pounding of the ship.
Channel bars are normally used as panting beams. Panting beams are also
sometimes supported by pillars.

(5) Perforated bulkhead (also known as swash bulkhead or wash bulkhead) refers to
the centerline bulkhead which is not watertight. Its main function is to reduce free
surface effect or heeling moments of water in tanks, which are not fully filled.

(6) Perforated flat (also called perforated deck) is a horizontal deck which is non
watertight. It acts as a kind of a full panting stringer to absorb the transverse forces.
The deck is supported by panting beams and longitudinal girders like a usual deck.
The perforations on the deck are to facilitate the flow of liquid in the fore peak tank
and also for man entry.

(7) Solid floors are fitted at every frame spacing to reinforce the ship's bottom. A
centerline girder is normally fitted to provide for rigidity of the structure with the
transverse floors.

(8) Collision bulkhead is mandatory and to be fitted at aft of the fore peak tank at a
distance of 5 to 7.5% length of the ship from forward perpendicular.

(9) Deckhead is the uppermost deck of the fore peak tank which is watertight.
Entry to the fore peak tank is through man holes which are kept watertight by covers
when ship is under way.

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Q. How will you order paints for dry dock. Which type of paint is used for
boot and boot top?

Ans.

As per Ship’s Paint Manual which is specific to the ship and provided by yard.

Q. Foul b/l ?

Ans.

If the cargo is damaged or there are missing quantities, and there is remark about
cargo’s condition in the B/L. Also known as Dirty, Unclean, or Claused.

Q. Clause of Paramount?

Ans.

Paramount clause.(Also termed Clause Paramount.) This clause is generally found in a

bill of lading but can also be found in a charterparty.

The main purpose of such a clause is to incorporate the terms and conditions .of the
Hague or Hague-Visby Rules (or the Hamburg Rules) into the document which is (or
which evidences) the contract of carriage of goods by sea. The Paramount clause can
also incorporate particular legislation, such as the United States Carriage of Goods by
Sea Act 1936.

Paramount clause. The word “paramount” means “supreme” or “above all others”. It
is related to some feature that prevails over everything else. The phrase ‘‘paramount
clause’ would seem to imply that all other clauses in a printed contract of carriage,
whether it be contained in a charterparty or bill of lading, would be subject to the
terms incorporated by the paramount clause. For example, if the clause stated that
the carriage of goods was subject to the Hague-Visby Rules, these Rules would then
become part of the contract of carriage and would establish express, contractual
obligations and rights of the parties. If the clause stated that the carriage was subject
to the United States Carriage of Goods by Sea Act 1936, this Act, which implements
the 1924 Hague Rules, will govern the contract of carriage.

Without the incorporation of the Hague Rules/Hague-Visby Rules or Hamburg Rules,

the parties to a contract of carriage are free to allocate the obligations and rights
between themselves.

“Paramount clause” – The main function of a Paramount Clause is to ensure that bills
of lading issued for cargo carried under the charter party are subject to the provisions
of the Hague-Visby Rules. The Hague-Visby Rules will often apply compulsorily to
claim brought by cargo receivers. The Paramount Clause will make sure that, even if
the Rules do not apply compulsory, they will apply by contract. The aim is that cargo
claims will always be subject to the same uniform legal regime and that carriers will
always have the benefit of the defences and limitations contained in the Rules.

US Paramount Clause

[In all bills of lading to or from USA ports the following clause should be used.]
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This bill of lading shall have effect subject to the provisions of the Carriage of Goods
by Sea Act of the United States, approved 16 April 1936, which shall be deemed to be
incorporated herein, and nothing herein contained shall be deemed a surrender by
the carrier of any of its rights or immunities or an increase of any of its
responsibilities or liabilities under said Act. The provisions stated in said Act shall
‘except as may be otherwise specifically provided herein’ govern before the goods are
loaded on and after they are discharged from the ship and throughout the entire time
the goods are in custody of the carrier. The carrier shall not be liable in any capacity
whatsoever for any delay, non-delivery or mis-delivery, or loss of or damage to the
goods occurring while the goods are not in the actual custody of the carrier.

Q. Cesser clause?

Ans. The word Cesser mean – to something will cease to … in case Charterer’s
Liability to some extent.

The Gencon 1976 combines the lien clause with a cesser element. Clause 8 reads:
"Owners shall have a lien on the cargo for freight, dead-freight, demurrage and
damages for detention. Charterers shall remain responsible for dead-freight and
demurrage (including damages for detention) incurred at port of loading. Charterers
shall also remain responsible for freight and demurrage (including damages for
detention) incurred at port of discharge, but only to such extent as the Owners have
been unable to obtain payment thereof by exercising the lien on the cargo."

Note that the above clauses are intended to reduce or exclude the charterer's liability
at the port of discharge but not at the port of loading. Some cesser clauses are also
designed to exclude the charterer's liability at the port of loading.

Cesser clause described in the following manner: "Cesser clauses are curious items
because it is now well established that they do not mean what they appear to say,
namely that the charterers' liability shall cease as soon as the cargo is on board.
Instead, in the absence of special wording () they mean that the charterers' liability
shall cease if and to the extent that the owners have an alternative remedy by way of
lien on the cargo."

In most cases a shipowner will prefer to turn to the charterer for payment of
demurrage instead of some other third party. However, in some cases charterers are
unable to pay and in those cases it is obviously to the shipowner's advantage if he is
able to recover unpaid demurrage from the receiver under the terms of a lien/cesser
clause.

Q. Arbitration clause

Ans. It is a ADR Clause – Alternative Dispute Resolution Clause

Arbitration as a dispute settlement mean is widely used in the disputes on a carriage

of goods by sea. As world trade of goods is mainly based on the carriage by sea
services, the predictability and certainty regarding to the arbitration of shipping
disputes is very important. The fundamental question is an existence of a valid

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arbitration agreement and accordingly whether or not there is a duty to perform it. It
is of critical importance in a maritime dispute to commence proceedings in the proper
jurisdiction and correct institution within the time limit provided in contract of
carriage.

Most disputes on a validity of arbitration agreement are related to the enforcement of

a charterparty arbitration clause against the holder of a bill of lading. The holder of a
bill of lading is not a signatory to the charterparty and usually in shipping practice he
has not seen it and even unaware of its existence. Therefore, the intention of the
holder of the bill of lading to be bound by a charterparty arbitration clause
incorporated in the bill of lading can be disputable. Nevertheless, incorporation by
reference is one of the legal theories that can be used to bind the bill of lading holder
to an arbitration contract, which he has not signed.

Q. Indemnity Clause ?

An indemnity clause is a contractual transfer of risk between two contractual parties

generally to prevent loss or compensate for a loss which may occur as a result of a
specified event.

Indemnity is also covered under Marine Insurance read that also

Some examples are given below

1. An implied indemnity arising out of clause 8 for the Owners to be indemnified

against the consequences of complying with Charterers' orders for employment
of the vessel e.g. the consequences of the carriage of a particular cargo.

2. An implied indemnity arising out of Clause 34 that the terms imposed on the
Owners by any bills of lading issued by the Charterers will be on more onerous
(responsibility) than the Owners' obligations under the charterparty.

3. An implied indemnity arising from Owners' compliance with Charterers' request

to deliver cargo without presentation of a bill of lading.

Q. Fixed CO2 PMS

Ans. As per MSC.1/Circ. 1318 dated 11 June 2009 & Manufacturer’s Instructions.
Also as per DG Engineering Circular No.6of 2013

Maintenance of CO2 Flooding System

Fixed carbon dioxide fire extinguishing systems should be kept in good working order
and readily available for immediate use. Maintenance and inspections should be
carried out in accordance with the ship’s maintenance plan having due regard to
ensuring the reliability of the system. The on board maintenance plan should be
included in the ship’s safety management system and should be based on the system
manufacturer’s recommendations.

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Monthly

 Alarms, Machinery trips, Door alarm, Quick closing valves, Flaps, Skylights,
Ventilation fan trips to be tested.

Yearly

 General inspection of the installation, pipe lines to be checked.

2 Yearly

 1+

 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.

5 Yearly

 1+2+

 The servo cylinders and any remote controlled stop valves to be tested by
opening one pilot cylinder. The main CO2 bottles must be uncoupled for this
purpose.

 Spring loaded relief valves to be checked and pressure tested at 180 bar.

 Checking of HP alarms which operate with gas pressure.

 Section of CO2 which can be shut off must be tested with air at 25 bar.

10 Yearly

 1+2+5+

 CO2 bottles to be inspected internally. Siphon tube or dip tube to be checked.

Cylinders to be pressure tested at 250 bar. If permanent change in volume is
observed, those cylinders to be discarded. After 20 years of installation of CO2
flooding system, these tests to be carried out every 5 years thereafter.

15 yearly and 5 year thereafter

 1+5+

 Pressure test HP pipes, stop valves to engine room, pump room, purifier
room,etc. at 190 bar (hydraulic), medium pressure pipes at 80 bar (hydraulic)
and low pressure pipes at 7 bar air.

 After hydraulic pressure testing, lines to be blown through by dry air.

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Q. When to change Foam solution in fire extinguisher

Ans. as per DG Engineering Circular No.6of 2013&Bureau of Indian Standards

The premixed agent in liquid charge-type AFFF (aqueous film-formingfoam) and FFFP
(film-forming fluoro-protein foam) fire extinguishers shallbe replaced at least once
every year.

The agent in solid charge-type AFFFfire extinguishers shall be replaced once every 5
years (Ref. BIS 2190:2010).

Q. Testing Frequency of Fixed Foam Concentrates.

Ans. as per DG Engineering Circular No.6of 2013

Q. What is the relevance of time sheet.

Ans.

Its helps in calculating Laytime, demurrage, despatch.

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Q. If you don’t have any specific format for carrying out a particular task
which involves lot of dangers then how will you go about it and where
can you get information.

Ans.

The COSWP provides guidance on safe working practices for many situations that
commonly arise on ships, and the basic principles can be applied to many other work
situations that are not specifically covered. However, it should not be considered a
comprehensive guide to safety: the advice it contains should always be considered in
conjunction with the findings of the Company’s or employer’s risk assessment, and
any information, procedures or working instructions provided by the manufacturer,
supplier or any other source should be followed.

Industry specific best practices may also be consulted. Ask sister vessels if they have
carried out such task.

Q. How much trim required for drydocking?( numerical value)

Ans. A trim between 30 cm to 45 cm is considered normal, but will be dictated by

the circumstances.

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Capt. K. K. Sharma
Q. Preparation for load line survey

Ans.

Particulars relating to the conditions of assignment can be found in a form, commonly

known as the Load line record

Which is carried on board. The Chief Officer should study the carefully to ensure that
all the appropriate particulars have been incorporated into the Planned Maintenance
schedule. The detailed preparations should commence three months before the
expected date of survey.

Check that all access openings at ends of enclosed structures are in good condition.
All dogs, clamps and hinges should be free and well greased. All gaskets and water
tight seals should be crack free. Ensure that the doors open from both sides.

Check all cargo hatches and access to holds for watertightness especially battening
devices such as cleats and wedges.

Check the efficiency and securing of portable beams.

Inspect all machinery space openings on exposed decks.

Check that any manholes and flush scuttles are capable of being made water-tight.

Check that all ventilator openings are provided with efficient weather-tight closing
appliances and repair any defects.

All airpipes must be provided with permanently attached satisfactory means for
closing openings.

Inspect any cargo ports below the freeboard deck and ensure that all of them are
watertight.

Ensure that the non return valves on board discharge are operating in a satisfactory
manner.

Side scuttles below the freeboard deck or to spaces within enclosed superstructures
must have efficient internal watertight deadlights. Inspect the deadlight ‘rubbers’.

Check that all freeing ports are in a satisfactory condition e.g. shutters are not
jammed, hinges are free and that pins are of non corroding material. Check that any
securing appliances, if fitted, work correctly.

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All guard rails and bulwarks should be in satisfactory condition, e.g. all fractured rails
should be re-welded.

If the lines are required to be fitted in certain areas, rig the lines and overhaul as
necessary.

De-rust and paint the deck line, load line mark, load lines and the draught marks.

In brief ensure that the hull is water-tight below the freeboard deck and watertight
above the freeboard deck.

On the day of the survey have the certificate and record ready for the surveyor’s
inspection. The master should have sufficient stability information to show that the
vessel can be loaded and ballasted correctly. Have all the necessary key areas which
surveyor may want to inspect e.g. store rooms. Sufficient men should be available for
work such as opening cargo hatches, and ladders and stages should be ready for the
surveyors to view the load line marks.

Q. Condition of freeboard assignment as per load line convention?

Ans. As THE FIRST SCHEDULEof Merchant Shipping (Load Line) Rules, 1979

The conditions of assignment specified in regulations 11 to 26 of Load Lines.

The principal conditions that must be satisfied before freeboard may be assigned to
any ship takeaccount of the following:

* structural strength of the ship;

* preservation of reserve buoyancy;

* physical means of preventing entry of water into the hull;

* safety of the crew on the weather deck;

* potential wetness of the weather deck;

* stability in the normal loaded condition (intact stability);

* degree of subdivision and stability after suffering prescribed damage.

Most of the condition of assignment are concerned with the water tight integrity of
the ship. Hull construction should meet the highest standard laid down by the
classification society. This ensures protection against flooding of the ship. The
superstructure and the bulkheads must be strengthened sufficiently. Some of the
condition of assignment which contribute towards water tight integrity are:-
1) Hatchways
2) Machinery space openings
3) Details of opening in free board
4) Details of opening in super structure deck
5) ventilators
6) Cargo ports
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7) Air pipes
8) Scuppers
9) Side scuttles
10) Inlets and discharges
All of the above parameters ensures watertight integrity and protection against
flooding of compartment. Coaming height of hatchways, height of sound pipes and
vent pipes are prescribed in M.S. load line rules.

Q. What is rake and what is sheer

Ans.

Rake: Inclination of the stem line from the vertical.

Sheer: A rise in the height of the deck (curvature or in a straight line) in

thelongitudinal direction. Measured as the height of deck at side at any point above
theheight of deck at side amidships.

Q. What are racking stresses and strengthening member to counteract

racking stresses

Ans. Courtesy www.cultofsea.com

When a ship is rolling in a seaway or is struck between beam waves, the ship’s
structure is liable to distort in a transverse direction as shown.

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The stress mainly affects the corners of the ship, i.e., on the tank side brackets and
the beam knees, which must be made strong enough to resist it.

Transverse bulkheads, frames and web frames provide very great strength to resist
racking.

Q. What are enclosed and excluded spaces?

Ans. As per Tonnage Convention

Enclosed spaces are all those spaces which are bounded by the ship's hull, by fixed or
portable partitions or bulkheads, by decks or coverings other than permanent or
movable awnings. No break in a deck, nor any opening in the ship's hull, in a deck or
in a covering of a space, or in the partitions or bulkheads of a space, nor the absence
of a partition or bulkhead, shall preclude a space from being included in the enclosed
space.

Excluded Spaces:Notwithstanding the definition of enclosed spaces, some spaces

listedin Convention shall be called excluded spaces and shall not be included in the
volume ofenclosed spaces, except that any such space which fulfils at least one of the
followingthree conditions shall be treated as an enclosed space:

i) the space is fitted with shelves or other means for securing cargo or stores;

ii) the openings are fitted with any means of closure;

iii) the construction provides any possibility of such openings being closed:

Q. What is GRT and NRT and unit for this?

Ans

Gross Tonnage – Defined by the measurement of the total internal volume of the
ship. Itis equal to the under-deck tonnage plus the tonnage of all other enclosed
spaces. It is a unitmeasurement of 100 cu. ft. (No metric equivalent.)

It is determined by the formula:

GT = K1V
When K1 = 0.2 + 0.02 Log10V
V = Total volume of all enclosed spaces measured in cubic metres.

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Net Tonnage – Defined by the remaining tonnage value after allowing for machinery,
accommodation and working spaces being deducted from the gross tonnage .

Gross tonnage (often abbreviated as GT, G.T. or gt) is a unit-less index related to a
ship's overallinternal volume. Gross tonnage is different from gross register
tonnage.Neither gross tonnage nor grossregister tonnage is a measure of the ship's
displacement (mass) and should not be confused with termssuch as deadweight
tonnage or displacement.

Net Tonnage is also unit-less Index of ship’s cargo carrying capacity.

NT Formula he asks please learn that too

Q. What is CSR and under which convention it comes? Name of the

chapter.

Ans. From 1st July 2004 all ships must have their CSR data.

The Continuous Synopsis Record (CSR) is a form of log book that stays with the ship
for its whole life, and records all changes of owner, flag, name, Class, ISM etc.

SOLAS Chapter XI-1 - Special measures to enhance maritime safety, Regulation 5

Following details should be present in the continuous synopsis record (CSR)

 Name of the ship

 The port at which the ship is registered

 Ship’s identification number

 Date on which ship was registered with the state

 Name of the state whose flag the ship is flying

 Name of registered owner and the registered address

 Name of registered bareboat charterers and their registered addresses

 Name of the classification society with which the ship is classed

 Name of the company, its registered address and the address from where
safety management activities are carried out
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 Name of the administration or the contracting government or the recognized
organization which has issued the document of compliance, specified in the ISM
code, to the company operating the ship.

 Name of the body which has carried out the audit to issue the document of
compliance

 Name of the administration or the contracting government or the recognized

organization which has issued the safety management certificate (SMC) to the
ship and the name of the body which has issued the document

 Name of the administration or the contracting government or the recognized

organization which has issued the international ship security certificate,
specified in the ISPS code, to the ship and the name of the body which has
carried out the verification on the basis of which the certificate was issued

 The date of expiry of the ship’s registration with the state

Any changes made related to the above mentioned points should be mentioned in the
continuous synopsis record. Officially, the record should be in English, Spanish, or
French language; however, a translation in the language of the administration may be
provided. The continuous synopsis record shall always be kept on board ship and shall
be available for inspection all the time.

It has three Forms

Form 1 – CSR Itself
Form 2 – Amendemts to CSR ( any change of Owner, Ships name etc)
Form 3 – Index to amendments

Q. What is difference between code and convention

Ans.

IMO conventions are set of rules which when adopted by a country’s legal system,
becomes law for that country. Few examples are SOLAS, MARPOL, LOADLINE

Convention is made when it is recognised by the flag state, the members of the IMO
or the contracting governments that there is a need of provisions or standardization
regarding some concern i.e. safety, marine pollution, certification, survey etc.

The code falls under conventions as the specific regulations are laid down in the codes
with regards to different chapters of the convention. For example

Codes under SOLAS Convention

FSS Code Required by Chapter II-2
LSA Code Required by Chapter III
IMDG Code Required by Chapter VII
ISM Code Required by Chapter IX
ISPS Code Required by Chapter XI

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Q. MARPOL annex 5 amendments

Ans. As per MEPC.265(68) in force since 1stjan 2017 - Amendments to make the
environment-related provisions of the Polar Code mandatory.

As per MEPC.277(70) Coming into force 1st March 2018.

Amendments to:

 align the terminology of the recording requirements of MARPOL Annex V with

the Form of the Garbage Record Book to ensure consistent and complete
recording in the record book;

 provide a new Record of Garbage Discharges to facilitate consistent recording,

including a new Part II to record cargo residues; and

mandate the classification and declaration of cargo residues as Harmful to the Marine
Environment (HME) or not.

Garbage is to be grouped into categories for the purposes of recording in parts I and
II of the Garbage Record Book (or ship's official log-book) as follows:

Part I

A - Plastics
B - Food wastes
C - Domestic wastes
D - Cooking oil
E - Incinerator ashes
F - Operational wastes
G - Animal carcasses
H - Fishing gear
I - E-waste

Part II

J - Cargo residues (non-HME)

K - Cargo residues (HME)"

Q. Entries made in official log book

Ans. As per MS Act section 214

As Discussed earlier in Capt Malik set on page number ___(34)___

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Q. PMS for anchor cable

Ans. Discussed in Fun 3 Notes Page number 66.

Anchor Chain

5 yearly SURVEY:- ANCHOR CHAIN AND LOCKER.

Carry out survey as per classification society rules and guide.

Anchor chain diameter measurements are taken and should be within limits
andmarking done at dry-dock ,Swivel clearance and gypsy condition checked on
windlass.

Chain locker bitter end checked from insideChain locker thickness measurement taken
and eductor system tried out for bilges.

Once 2.5 yearly all mud is cleaned from chain locker .General maintenance of chain ,
blasted and painted with markings.

Q. Paramount Clause?

And in simple words by sir Iesh Puri.

Word Paramount means more important than anything else; supreme.

This Clause Makes Sure that:

 If incorporated in bill of lading, then Hague Visby Rules will apply;

 If Hague Visby Rules are enacted by Country of Load port, but country of
discharge port has not implemented Hague Visby Rules, then also they will
apply;
 If Load port country has implemented Hague Rules, but discharge port country
has implemented Hague Visby Rules, still Hague Visby will apply;
 If both countries of load port and discharge port has implemented Hague Rules,
only then Hague Rules will apply;
 If Neither Country has enacted Hague Visby Rules, Still they will apply;
 Where Hague Visby Rules apply, SDR Protocol will also apply;

SDR Protocol amending the International Convention for the Unification of Certain
Rules of Law relating to Bills of Lading.

The Carrier shall in no case be responsible for loss of or damage to cargo arising prior
to loading, after discharging, or while the cargo is in the charge of another carrier, or
with respect to deck cargo and live animals.

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Purpose of Paramount Clause

The main function of paramount clause is to ensure that bills of lading issued for
cargo carried under the charter party are subject to the provisions of the Hague-Visby
Rules.

The Hague-Visby Rules will often apply Compulsorily to claims brought by cargo
receivers.

The Paramount Clause will make sure that, even if the Hague Visby Rules don’t apply
Compulsory, they will apply by Contract.

The Aim is to Unify the Legal regime in case of Cargo claims, and that carrier will
always have benefit of the defenses and limitations contained in the Rules.

Q. Himalaya Clause?

Ans. Named after SS Himalaya a Cruise Ship

Himalaya clause is a clause in a bill of lading or transportation contract purporting

to extend liability limitations which benefit the carrier, to others who act as agents for
the carrier such as stevedores or longshoremen.

Using this Clause the carrier or shipper attempts to cover and shield companies or
persons it employs to assist in the transportation or loading or unloading of goods,
with whatever liability exemptions, limitations, defences it may have with the owner
of the goods.

Thus, if, for example, a carrier hires a third-party stevedoring company and the crane
operator errs and damages goods being unloaded from the carrier's ship, and where
there is a Himalaya clause, both the stevedoring company and the carrier will
attempt to shield itself from liability by relying on the Himalaya clause.

A typical Himalaya clause might be worded as follows:

"No servant or agent or independent contractor from time to time employed by the
carrier shall be liable to the owner of the goods for any loss or damage resulting from
any act or negligence on his part while acting in the course of his employment."

In June, 1952, Mrs Adler, a widow, who keeps a shop, decided to go for a cruise upon
the P. & O. Steamship "Himalaya". She booked her passage through the travel agents
Thomas Cook & Son. She travelled first-class and paid £188 for the trip. In return the
Steamship Company issued her with a first-class passage ticket by virtue of which she
joined the ship at Southampton and sailed on the cruise. On the 16th July, 1952, the
ship reached Trieste and Mrs Adler went ashore.

A gangway was placed horizontally from the ship to a gantry on the quay. She went
ashore across that gangway. When she returned to the ship, she was walking along
the gangway and had got about half way across when suddenly the gangway came
adrift from the gantry at the shore end, and it fell down against the side of the ship.

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She was thrown on to the wharf below, a distance of 16 feet, and suffered severe
injuries, including a broken leg, broken pelvis, and broken ribs.

She claims damages against the Master and the Boatswain of the ship alleging that
they were negligent in that they failed to see that the gangway was properly secured.
They deny this and say that the gangway was properly placed and secured and that
the cause of the accident was that there was an exceptionally violent gust of wind
which suddenly blew the ship several feet off the quay dragging the gangway with it.

On those allegations there is obviously a serious issue as to whether the Master and
the Boatswain were negligent or not. The trial of that issue would be very expensive.
The Master and Boatswain say that it is unnecessary to go to that expense because in
any event, even if they were negligent, they are protected by the exception clause in
the ticket. The clause says that "Passengers and their baggage are carried at
Passengers' entire risk" and "The Company will not be responsible for and shall be
exempt from all liability in respect of any damage or injury whatsoever of or to the
person of any passenger". Mrs Adler admits that, if she had sued the Steamship
Company, the exemption clause would have protected the Company; but she says
that it does not protect the Master and Boatswain. Indeed, it is for that very reason,
so as to overcome the exemption clause, that she has sued the Master and Boatswain
and not the Steamship Company.

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Q. Demurrage and Dispatch

Ans.

In bulk shipments, a lot of the cargoes are fixed on FIO terms (Free In and Out)
which in simple terms means that the charterer (a person who hires a ship from a
ship owner for a particular voyage or for a period of time) is responsible for the
loading and discharging operations at the ports and the speed at which these
operations are carried out.

Before a fixture (agreement to take a ship on charter) is made, a charterer is required

to advise the load/discharge rates – which is the time (in number of hours or days) it
will take to load or discharge the cargo, to the ship owner.. This information is
required by the shipowner to assess how long his ship will have to be chartered..

Based on these calculations, the shipowner will quote a freight rate for the voyage,
which if the charterer agrees, will result in a fixture.

Once the fixture has been made, if the charterer fails to load or discharge as per the
load/discharge rates they have given and allowed in the contract, the shipowner will
hold them liable for “Demurrage” @ a rate which is pre-agreed between the owners
and the charterers.

In this case the term Demurrage refers to the time that the shipowner has lost
because the charterer could not complete the required cargo operations within the
stipulated/agreed time frame.

At the other end of the spectrum, if the charterer completes the load/discharge
operations before the time frame indicated, they can claim “Despatch” from the
owners @ a rate which is pre-agreed between the owners and the charterers.

Despatch refers to the time that the shipowner has been able to save since the
charterer completed the cargo operations quicker than anticipated/agreed and
was able to despatch (sail) the ship quicker than expected which is to the benefit of
the ship owner.

Q. What is Declivity of drydock ?

Ans.

The declivity of the drydock is the slop of the bottom of the dock towards the
entrance ( this assist in the drainage of the dock).Italso reduces the time of the
critical period.

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Q. Port State Control (PSC) and Flag State Inspection (FSI)

Ans.

Inspection carried out by port state on own flagged vessels is referred to as Flag
state inspection. ( Indian MMD surveyor coming on Indian Flag vessels for inspection
is an example of FSI)

Port State Control (PSC)is the inspection of foreign ships in national ports to verify
that the condition of the ship and its equipment comply with the requirements of
international regulations and that the ship is manned and operated in compliance with
these rules. Eg Panama flag vessel inspected by MMD surveyor.

Q. Precautions to avoid undue stresses during dry docking

Ans. For undue stress

Smallest possible trim

Use of bilge shorings and wing supports (Whale Shores)

Not to dock with cargo

Minimum possible ballast

Use of soft caps or crushing strips at block to avoid effect of block loading pattern on
ship

Max ballast 60t/meter ship length

Max trim 0.9of LBP

Providing extra block in bow longitudinal section

Extra blocks in stern part

DRYDOCKING STRESSES - Courtesy www.cultofsea.com

When the vessel is allowed to settle on the keel blocks before side blocks are
positioned, transverse stresses will be induced in the structure, and it will have the
tendency to sag at the bilges. These stresses are resisted by the double bottom
structure (floors, etc.) transverse webs and bulkheads. Tankers having no double
bottoms for most of the ship length have a deep centre girder with ‘docking brackets’.

Longitudinal stresses are created since the vessel generally grounds aft first and this
creates longitudinal bending stress on the ship. Resistance to the stresses will be by
all longitudinally continuous material, particularly those items furthest from the

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neutral axis. E.g., upper deck, bottom shell, and tank top together with associated
longitudinals, girders, etc. (as for resistance to hogging and sagging)

High pressures are created aft as the vessel grounds aft First and this increases to a
maximum as the water level drops and the vessel is about to take to the blocks along
its full length. The ship structure is strongly constructed in this area as it is and the
blocks in the docks are reinforced and tied together with steel rib bands.

Positioning of shores and associated dockingstresses

The docking procedure incurs many stresses on the hull from theshores placed in
accord with the docking plan. Incorrect placing ofshores can and does cause damage
to the vessel when she ‘takes theblocks’. This is especially so in the case of
specialised vessels fitted with additional appendages like azimuth thrusters, long bilge
keelsor prominent condenser scoops. To this end, before dock pumpingis commenced,
many dock authorities are now employing theservices of divers to ensure that correct
line-up has been achievedand the ship will not incur additional damage during the
criticalperiod.

Shore positions should be placed with care and should ideallybe placed in way of
strength members like the intersection of deckstringers and frames. Bottom hull
blocks, set for wide beam vesselsespecially, should be placed to coincide with
intercostals and other similar longitudinal members to avoid ‘soft spots’ which could
leadto hull indentation of the shell plate.

Dry dock stresses occur because of the loss of support which isnormally gained from
the all-round water pressure. The vessel willbecome subject to an upward thrust from
below the keel positioncaused through the lower blocks on the floor of the dock.
There willalso be a tendency for the ship’s weight to cause a downward andoutward
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stress action to the vessel’s sides while in the dock. Providedthe ship is only docked
for a short period of time, any permanent orextensive distortion through stress is
unlikely and the ship shouldrevert back to her normal lines once re-floating takes
place.

Figure : Shore positions toa ship’s hull when in dry dock.Additional stress at the
contact pointof any shores.

It is also possible to dry dock a vessel with cargo on boardfor a short period of time.
This can be done successfully withoutincurring overdue stresses in the hull, provided
the position of thecargo is known and additional shores can be deployed to
preventundue deformity caused by the cargo weight. The possibility ofbeing able to
complete the dry dock specification without pumpingthe dock completely dry is also
an option to relieve stresses onthe hull. Though this option is not always possible and
restrictsworking on the hull, it remains an option, especially if the vessel is loaded or
even part-loaded.

Compensatory Factors Affecting Dry DockStresses

The structure and build of the vessel will greatly influence anystresses which are
incurred by the vessel when entering dry dock.In particular all longitudinal strength
members like intercostals and any continuous centre girder will provide positive
compensationagainst adverse docking stresses throughout the vessel’s length.

Similarly, athwartships framing, which can be compared to theribs of the ship, tends
to stiffen the body of the vessel and resistdistortion of the hull when on the blocks.

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Other components, such as bulkheads, floors, pillars, the keeland any longitudinal
framing, all help to compensate against whatwould otherwise be major stress factors
affecting the lines of thehull of the docked vessel.

Q. What is tacit acceptance?

Ans.

In early conventions, amendments came into force only after a percentage of

Contracting States, usually two thirds, had accepted them. This normally meant that
more acceptances were required to amend a convention than were originally required
to bring it into force in the first place, especially where the number of States which
are Parties to a convention is very large.

This percentage requirement in practice led to long delays in bringing amendments

into force. To remedy the situation a new amendment procedure was devised in IMO.
This procedure has been used in the case of conventions such as the Convention on
the International Regulations for Preventing Collisions at Sea, 1972, the International
Convention for the Prevention of Pollution from Ships, 1973 and SOLAS 1974, all of
which incorporate a procedure involving the "tacit acceptance" of amendments by
States.

Instead of requiring that an amendment shall enter into force after being accepted
by, for example, two thirds of the Parties, the “tacit acceptance” procedure provides
that an amendment shall enter into force at a particular time unless before that date,
objections to the amendment are received from a specified number of Parties.

In the case of the 1974 SOLAS Convention, an amendment to most of the Annexes
(which constitute the technical parts of the Convention) is `deemed to have been
accepted at the end of two years from the date on which it is communicated to
Contracting Governments...' unless the amendment is objected to by more than one
third of Contracting Governments, or Contracting Governments owning not less than
50 per cent of the world's gross merchant tonnage. This period may be varied by the
Maritime Safety Committee with a minimum limit of one year.

As was expected the "tacit acceptance" procedure has greatly speeded up the
amendment process. Amendments enter into force within 18 to 24 months,
generally Compared to this, none of the amendments adopted to the 1960 SOLAS
Convention between 1966 and 1973 received sufficient acceptances to satisfy the
requirements for entry into force.

Q. What is dead freight

Ans.

Definition of dead freight.

1 : the amount paid by or recoverable from a charterer of a ship for such part of the
ship's capacity as the charterer has contracted for but fails to occupy; also : the
unoccupied space in such a ship.
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2 : bulky nonperishable freight

It is Charge Payable on space booked on a Ship but not utilized by the charterer or
the shipper. It is imposed at full freight rates minus loading and handling charges.

In other words

When a merchant who has chartered a vessel puts on board a part only of the
intended cargo, but yet, having chartered the whole vessel, is bound to pay freight
for the unoccupied capacity, the freight thus due is called “dead freight.”

Q. MRCC and MAS? Where is MRCC in India

Ans.

MAS - Maritime Assistance Services

According to the International Maritime Organization (IMO) coastal States are obliged
to establish a function for Maritime Assistance Service (MAS) to handle events on
ships that are in difficulty and where environmental harm is imminent or has already
occurred, but where no danger to human life is present.

Indian MAS is D.G. Shipping, Mumbai

MRCC - Maritime Rescue Coordination Centre

A Maritime Rescue Coordination Centre (MRCC) is a primary search and rescue facility
in a country that is staffed by supervisory personnel and equipped for coordinating
and controlling search and rescue operations.

MRCC's are responsible for a geographic area, known as a "search and rescue region
of responsibility" (SRR). SRR's are designated by the International Maritime
Organization (IMO). MRCC's are operated unilaterally by personnel of a single military
service (e.g. a Navy) or a single civilian service (e.g. Coast Guard).

A Joint Rescue Coordination Centre or JRCC is a special type of MRCC that is operated
by personnel from multiple military services, civilian services, or a combination of
military and/or civilian services.

A Maritime Rescue Sub-Centre or MRSC is a special type of RCC dedicated exclusively

to organizing search and rescue in a maritime environment. A MRSC usually is
subservient to a RCC and is used to take the workload for a particular geographic
area within the SRR.

There are Three MRCC in India and 13 MRSC

MRCC MUMBAI
MRCC CHENNAI
MRCC PORT BLAIR

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Q. Differentiate between CAS and CAP

Condition Assessment Program(CAP) is a specialized survey program which offers

owners a detailed assessment of a ship's actual condition, based on strength
evaluation, and fatigue strength analysis as well as a detailed on site systematic
inspection of the hull, machinery and cargo systems.

The CAP applies, in principle, to oil tankers and chemical carriers, though other types
of ships may be covered, provided that the CAP is properly modified.

CAP consists of two major parts

a) CAP-HULL (Condition Assessment for Hull Structures)

b) CAP-MACHINERY/CARGO SYSTEM (Condition Assessment for Machinery and

Cargo Systems)

The results of condition assessment are clearly identified using a rating system.

After the completion of the CAP, the certificate of CAP indicating the ship's
comprehensive rating Detailed assessment results and the relevant records shown
below are attached to the certificate of CAP. It is carried out by the classification
society on the request of shipowner.

MARPOL’s Condition Assessment Scheme (CAS)

CAS is a mandatory statutory survey scheme that Category 2 and Category 3 (non-
double hull) oil tankers must satisfactorily complete (with no outstanding
recommendations) by 15 years of age or by the first intermediate or renewal survey

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due after 5 April 2005, whichever occurs later, in order to trade to their respective
phase out date as per MARPOL 13G, which was accelerated by resolution
MEPC.111(50) which enters into force on 5 April 2005.

CAS is required to be conducted in conjunction with, the mandatory Enhanced Survey

Program (ESP) and builds upon ESP by requiring additional thickness measurements
and close-up surveys. Relative to ESP, CAS is unique in two respects:

• CAS contains very specific responsibilities and deadlines for planning the survey,
which must begin 8 months in advance of the survey’s commencement; and

• The flag Administration must review/monitor the survey and reporting process and
issue the five-year full term CAS Statement of Compliance).

CAP is a voluntary service offered by some IACS Members. There is no complete

harmonization of the CAP programs offered by IACS Members.

Unlike CAS, CAP requires that a fatigue assessment be carried out.

More Detailed Difference is given on Page no 59-60 of Mates Orals Fun3 Notes.

CAP ( Condition Assessment Program )

CAP is a voluntary (not mandatory) , thorough verification of the actual condition of

the hull.This survey is conducted when an owner wishes to document the condition of
his vessel's hull which is beyond the requirements of the classification societies . CAP
is basically designed for tankers and bulk carriers more than 15 years of age. But
may be used for other types of vessels and age.

CAP documents the actual condition of the hull at the time of inspection of the vessel
and rates it on a rating scale of 1 to 4 ( 4 being the lowest in the scale). The CAP
report describes the condition of the vessel at the time of inspection and also the
possible upgrading.

The items rated are:

a) The vessels external structure namely Main deck, ship sides and bottom.
b)Ballast tanks
c) Cargo tanks
d) structural strength

The CAP report helps the owner in:

a)Decision making with regard to investment in repair

b)An assessment of the vessel based on it actual condition rather than age.
c)Receiving a documentation of the ship's technical condition for use by
Underwriters, Cargo owners / Charterers, or prospective buyer

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CAS (Condition assessment scheme)

The requirements of the CAS apply to:

1.Oil tankers of 5,000 tons deadweight and above, 15 years or over after the date of
delivery of the ship, in accordance with regulation 20.6;
2.Oil tankers subject to the provisions of regulation 20.7, where authorization is
requested or for continued service beyond the anniversary of the date of delivery of
the ship in 2010;
3. And Oil tankers of 5,000 tons deadweight and above, 15 years or over after the
date of delivery of the ship, carrying crude oil having a density at 15*C higher than
900 kg/ m3 but lower than 945 kg/m3, in accordance with regulation 21,6.1

Scope of the CAS: The CAS shall apply to surveys of the hull structure in way of
cargo tanks, pump rooms, cofferdams, pipe tunnels, void spaces within the cargo
area and all ballast tanks.

On completion of the survey the attending surveyors will issue an Interim Statement
of Compliance valid for a period of 5 months, which will enable the completion of the
CAS Final Report and verification by the Flag Administration, who will issue the final
CAS Statement of Compliance. Further CAS surveys will then be carried out at
intervals of 5 years

Q. Difference between SCBA AND CABA

Ans. They are one and same thing only different names.

Q. Pressure in SCBA bottle

Ans. Depends upon particular SCBA set, most common working pressure are:

2216, 3000, 4500 and new 5500 psig working pressures

Q. Screening Of Navigation Lights

Ans.

It is done by putting screens to control the horizontal sector of lights as described in

ColRegs. Additionally as chief mate I will keep painting screens matte black so reduce
reflection of light which may change horizontal sector of lights.

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Q. Dimensions of international shore coupling.
Ans.

Q. Sewage Pipe Connection Dimensions

Ans.

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Q. Sludge Pipe Connection Dimensions
Ans.

Q. Difference between safe haven and place of refuge

Ans. Word Safe Haven means “A harbour or anchorage protected from the sea.”

Safe heaven was port of shelter where ship can go and take shelter in case of any
emergency, in old times any ship can go and take shelter in any port.

On November 13, 2002, while the Prestige was carrying 77,000 metric tons of cargo
of two different grades of heavy fuel oil, one of its twelve tanks burst during a storm
off Galicia, in northwestern Spain. Fearing that the ship would sink, the captain called
for help from Spanish rescue workers, with the expectation that the vessel would be
brought into harbor. However, pressure from local authorities forced the captain to
steer the embattled ship away from the coast and head northwest. Reportedly after
pressure from the French government, the vessel was once again forced to change its
course and head south into Portuguese waters in order to avoid endangering France's
southern coast. Fearing for its own shore, the Portuguese authorities promptly
ordered its navy to intercept the ailing vessel and prevent it from approaching
further.

With the French, Spanish and Portuguese governments refusing to allow the ship to
dock in their ports, the integrity of the single-hulled oil tanker was quickly
deteriorating and soon the storm took its toll when it was reported that a 40-foot
(12 m) section of the starboard hull had broken off, releasing a substantial amount of
oil.At around 8:00 a.m. on November 19, the ship split in half. It sank the same
afternoon, releasing over 20 million US gallons (76,000 m3) of oil into the sea. The oil
tanker was reported to be about 250 kilometers from the Spanish coast at that time.
An earlier oil slick had already reached the coast.Bringing the ship into port and

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booming around her to contain the leaking oil would have been less harmful than
sending her back to sea and almost inevitable sinking.

The issue was discussed at some considerable depth by the MSC in May 2001, when
the Committee's attention was drawn to the fact that, although the term "ports of
refuge" had been widely used in shipping practice, it did not appear in any of the
relevant conventions (eg UNCLOS, SOLAS, Salvage, OPRC, etc.). Use of the word
"port" might be too narrow and restrictive vis-à-vis the envisaged scope of the
geographical area which might, in case of an emergency, be able to provide facilities
and services (including putting in place contingency arrangements) to ships in
distress, in particular laden tankers; hence the proposal by the IMO Secretariat to use
the wider term "places of refuge". Another term used was "safe haven"; however,
since both words denote almost the same thing, the one renders the other redundant
and superfluous. The Committee eventually decided to use the term "places of
refuge" in its further work on the issue; and advised other IMO Committees (the
MEPC and Legal Committee) accordingly.

Ships with structural damage and a dirty or volatile cargo in their tanks are not
among the most welcomed visitors in the coastal waters of any State and there is
little point in attempting to apportion blame on those who have made decisions to
keep stricken ships away from their coastlines. Nonetheless, in some cases, a refusal
could result in compounding the problem, which may ultimately result in endangering
life, the ship and the environment.

During the debate on places of refuge, the legal issues surrounding this concept were
analysed and the question was asked whether a coastal State is under an obligation,
or at least is not precluded, under international law, from providing a place (where a
ship can be taken when it is disabled, damaged or otherwise in distress and is posing
a serious risk of pollution), in order to remove the ship from the threat of danger and
undertake repairs or otherwise deal with the situation.

The right of a foreign ship to enter a port or internal waters of another State in
situations of force majeure or distress is not regulated by UNCLOS, although this
constitutes an internationally accepted practice, at least in order to preserve human
life. This, however, does not preclude the adoption of rules or guidelines
complementing the provisions of UNCLOS.

Meanwhile, the right of a coastal State to take action to protect its coastline from
marine pollution is well established in international law. Relevant provisions include:
UNCLOS, Articles 194, 195, 198, 199, 211, 221, 225; Salvage Convention, Article 9;
and Facilitation Convention, Article V(2).

Under longstanding maritime tradition and the practice of good seamanship, the
master of a ship faced with a serious emergency is expected to seek shelter to avoid
disaster. To some extent the practice is codified in the revised Chapter V of SOLAS,
which requires that the owner, the charterer or the company operating the ship or
any other person, shall not prevent or restrict the master of the ship from taking
orexecuting any decision which, in the master's professional judgement, is necessary
for safe navigation and protection of the marine environment.

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Similarly, SOLAS Article IV provides that ships which are not subject to the
provisions of the Convention at the time of their departure on any voyage, shall not
become subject to the provisions of the Convention on account of any deviation from
their intended voyage due to stress of weather or any other case of force majeure.

The duty to render assistance to vessels and persons in distress at sea is a well-
established principle of international maritime law (Article 98 of UNCLOS) and SOLAS
regulation V/7 requires Governments to ensure that any necessary arrangements are
made for distress communication and co-ordination in their area of responsibility and
for the rescue of persons in distress at sea round their coasts. These arrangements
shall include the establishment, operation and maintenance of such search and rescue
facilities as are deemed practicable and necessary, having regard to the density of the
seagoing traffic and the navigational dangers and shall, so far as possible, provide
adequate means of locating and rescuing such persons.

By focusing more on human life and safety rather than on what is to be done with
the ship in cases of force majeure or distress, these provisions do not of themselves
give a right of entry to a place of refuge, nor do they explicitly refer to the question of
a coastal State's obligation to establish places of refuge. On the other hand, neither
do they preclude such a principle.

Resolution A.949(23)Guidelines on places of refuge for ships in need of

assistance are intended for use when a ship is in need of assistance but the safety of
life is not involved. Where the safety of life is involved, the provisions of the SAR
Convention should continue to be followed.

The guidelines recognize that, 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.

A second resolution,A.950(23)Maritime Assistance Services (MAS), recommends

that all coastal States should establish a maritime assistance service (MAS). The
principal purposes would be to receive the various reports, consultations and
notifications required in a number of IMO instruments; monitoring a ship's situation if
such a report indicates that an incident may give rise to a situation whereby the ship
may be in need of assistance; serving as the point of contact if the ship's situation is
not a distress situation but nevertheless requires exchanges of information between
the ship and the coastal State, and for serving as the point of contact between those
involved in a marine salvage operation undertaken by private facilities if the coastal
State considers that it should monitor all phases of the operation.

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Q. Where is LOCAL USER TERMINAL in India?

Ans.

India is a member of the international COSPAS-SARSAT programme for providing

distress alert and position location service through LEOSAR (Low Earth Orbit Search
And Rescue) satellite system. Under this programme,

India has established two Local User Terminals (LUTs), one at Lucknow and
the other at Bangalore.

The Indian Mission Control Centre (INMCC) is located at ISTRAC, Bangalore. The
system is operational for more than 20 years.

INSAT-3A, located at 93.5 deg East is equipped with a 406 MHz Search and Rescue
payload that picks up and relays alert signals originating from the distress beacons of
maritime, aviation and land users.

Indian LUTs provide coverage to a large part of the Indian Ocean region rendering
distress alert services to Bangladesh, Bhutan, Maldives, Nepal, Seychelles, Sri Lanka
and Tanzania. The operations of INMCC/LUT are funded by the participating agencies,
namely, Coast Guard, Airports Authority of India (AAI), Directorate General of
Shipping and Services.

Q. How MRCC receives information about a ship in distress at sea

Ans.

The Global Maritime Distress and Safety System (GMDSS) states that:

“Every ship, while at sea, shall be capable of transmitting ship-to-shore distress alerts
by at least two independent means, each using a different radio-communication
service.”

There are three basic means of transmitting a distress alert:

 An Emergency Position Indicating Radio Beacon (EPIRB)

 Digital Selective Calling (DSC), and

 The Inmarsat satellite network.

The only type of beacon designated for use within the GMDSS is a Cospas-Sarsat
EPIRB that operates through transponders on a series of polar-orbiting or
geostationary satellites.

Digital Selective Calling is a terrestrial radio communication system that operates in

the MF, HF and VHF frequency bands.

A distress alert may also be sent using Inmarsat C or Mini C terminals via the
Inmarsat satellite network.

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An Inmarsat C distress alert is a pre-formatted data packet transmitted by the ship’s
terminal on a signalling channel to a Land Earth Station (LES) that is automatically
routed to an associated Maritime Rescue Co-ordination Centre (MRCC).

The distress alert is activated by pressing a dedicated distress (SOS) button. The alert
contains information on the ship’s identity, date/time of its activation, addressed LES
identity, the ship’s position and time of last update, the ship’s course and speed,
parameter of their update, and the nature of the distress.

The regulations state that it should be a dedicated distress button, clearly identified,
protected against inadvertent activations, require at least two independent actions to
be activated, and it should be possible to interrupt repetitive transmissions of distress
alerts and messages.

Reception of shore-to-ship distress alerts

The GMDSS states:

“Every ship, while at sea, shall be capable of receiving shore-to-ship distress alerts.”

This requirement can be met by:

 Direct broadcast to ships from a shore based Maritime Rescue Co-ordination

Centre (MRCC) by Digital Selective Calling using the MF, HF or VHF frequency
bands

or

 Broadcast of shore-to-ship distress alerts (relay) using either the NAVTEX

service or the SafetyNET service. MRCCs are able to send shore-to-ship distress
alerts (relay) to a circular area using EGC SafetyNET service code C2=14 as
specified in the International SafetyNET Manual published by IMO. All ships in
the addressed circular area will receive the alert.

Transmission/reception of ship-to-ship distress alerts

The GMDSS states:

“Every ship, while at sea, shall be capable of transmitting and receiving ship-to-ship
distress alerts.”

Transmission of ship-to-ship distress alerts can only be accomplished by:

 Voice on either Channel 16 (used for distress, urgency, safety or other urgent
safety messages and as a calling channel) or Channel 13 (used for bridge-to-
bridge communications ) on VHF equipment

or

 Digital Selective Calling on either MF, HF or VHF.

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Q. Precautions to be taken prior entering engine room after fire
extinguished using CO2 fixed extinguishing system.

Ans.

SAFETY PRECAUTIONS AFTER CO2 RELEASE

1. It is always advisable to not to enter Engine room for next 24 hrs after release
of CO2 as there are chances of re-ignition of fire.

2. Ventilation of the space should not be resumed until it has been definitely
established that the fire has been extinguished. This is likely to take several
hours.Monitoring the fire boundary to confirm that temperatures are falling,
especially in way of the seat of the fire if this is known, may be useful in this
regard. Applying controlled amounts of water to the boundaries, by whatever
means, to see if any steam is given off can also be good indicator of the
temperature inside the space.

3. Make sure the fire is completely extinguished by checking temperature of

adjacent bulkheads and Fire team can be sent into Engine room with SCBA sets,
to confirm Fire is extinguished.

4. Once it has been Confirmed that fire is completely extinguished and no more
hot-spots present for rekindling of fire, all Engine room ventilators must be
opened and Mechanical ventilation to be carried out until oxygen level of
become 21% and CO2 level becomes Zero.

5. Crew should keep well clear of the ventilation flaps to prevent the inhalation of
noxiousgases.

6. Entry into a space that has contained CO2 should only be attempted by trained
personnel wearing breathing apparatus with safety lines attached and sufficient
back-up immediately available should difficulties arise.

7. To avoid asphyxiation to personnel, entry should only be attempted when the

space has been thoroughly ventilated with clean air.

8. The number of persons entering the space should be limited to those who
actually need to be there. All persons going inside must have a personal multi
gas detector & Oxygen analyzer with them (CO2 is heavier than air and may
settle down in lower platforms)

9. Ventilation should continue throughout the period that the space is occupied
and during temporary breaks.

10. In the event that the ventilation system fails any personnel in the space should
leave immediately.

11. Protection methods, other than a clean source of air, such as smoke filters on
an ordinary gas mask, should not be used as these will not protect the user
against the effects of CO2.

12. EEBD’s must not be used for entry.

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Q. What to do if Cert of Registry is lost?

Ans. As per The Merchant Shipping Act Section 36

Section36.

Power to grant new certificate when original certificate is defaced, lost, etc.-

(1) In the event of the certificate of registry of an Indian ship being defaced or
mutilated, the registrar of her port of registry may, on the delivery to him of that
certificate, grant a new certificate in lieu of her original certificate.

(2) In the event of the certificate of registry of an Indian ship being mislaid, lost or
destroyed or of the person entitled thereto being unable to obtain it from the custody
of any other person, the registrar of her port of registry shall grant a new certificate
in lieu of her original certificate.

(3) If the port at which the ship is at the time of the event referred to in sub-section
(2) or first arrives after the event is outside India, then the master of the ship or
some other person having knowledge of the facts of the case shall make a declaration
stating such facts and the names and descriptions of the registered owners of much
ship to the best of the declarant's knowledge and belief to the nearest available
Indian consular officer who may thereupon grant a provisional certificate containing a
statement of the circumstances under which it is granted.

(4) The provisional certificate shall, within ten days after the first subsequent arrival
of the ship at her port of discharge in India, be delivered by the master to the
registrar of her port of registry and the registrar shall thereupon grant a new
certificate of registry.

(5) If the certificate of registry stated to have been mislaid, lost or destroyed shall at
any time afterwards be found, or if the person entitled to the certificate of registry
obtains it at any time afterwards, the said certificate shall forthwith be delivered to
the registrar of her port of registry to be cancelled.

Q. Risk Assessment in detail

Ans.According to International Maritime Organization (IMO), risk is the “combination

of the frequency and the severity of the consequence”, thereby articulates two
components of the likelihood of occurrence and the probability of severity of the
(un)predictable consequences.

“Safety management objectives of the company should…establish safeguards against

all identified risks” so has it been stated in the paragraph 1.2.2.2 of the ISM Code
(International Safety Management Code). However this does not determine any
particular approach to the risk management theory, and it is for the company itself to
choose methods appropriate in accordance with its organizational structure, its ships
and trades. The methods could vary accordingly but how ever more or less formal
they are, they should be well organised and planned if assessment and responses are
meant to be completed and act effectively, and also the entire exercise should be
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documented in drafts or amendments so as to provide evidence of the decision-
making process.

ISO 8402:1995 / BS 4778 define risk management, which includes maritime risk
assessment as: “The process whereby decisions are made to accept a known or
assessed risk and/or the implementation of actions to reduce the consequences or
probability of occurrence.”

The Marine Risk Assessment Process

Basically the risk assessment process is concerned with observing the company’s
activities and operations, identifying what might go wrong, and deciding upon what
should be done in order to prevent it. The areas pertained to are:

• Identification of hazards

• Assessment of the risks concerned

• Application of controls to reduce the risks

• Monitoring of the effectiveness of the controls

The identification of hazards is most important since in determines the course of

actions to be followed thereafter. Observation of the activities helps in achieving
perfect accuracy and completeness which again can only be accomplished by a
systematic process. For this it is necessary to have professional training and
instruction to assure its application in a thorough and consistent manner. Also it is
important to keep in mind that hazards must not be confused with incidents whereas
incidents must not denote consequences.

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The marine risk assessment helps in evaluation of each hazard associated with the
risks in terms of the likelihood of harm and its potential aftermath. This assists in
enabling the company to imply priorities and exploit its scarce resources for greatest
effect.

While settling with the application of controls, it is essential to take the frequency of
the activity into account so that a potential moderate risk may be more important to
be addressed upon than a rare but substantial risk.

The most relevant risks to monitor are:

• Health and safety issues of individuals involved directly or indirectly in the

activity, or those who may be otherwise affected

• Property of the company and others

• The environment

Conclusion

Risk assessment for ships should be continual, flexible, reviewed regularly to improve
safety and preventing pollution. Since ‘risk’ is never a constant or concrete entity, the
divergence of the nature of perception and anticipation the level of danger from the
risk undertaken is resolved by experience, training and disposition. Human behaviour
towards issues, general awareness, and constant vigilance of those involved, all play
a vital role in the organisation’s decision-making process in the risk assessment in
ship operations.

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Therefore, it is a given that the officer in charge formulating and executing the risk
assessment should be extremely well versed with the job at hand and the hazards as
well as the preventive measures associated with it.

The process of risk assessment would typically involve following stages:

1. Gathering the required data and familiarization with that data

This process involves the personnel in charge to gather all the relevant information
with respect to the job against which a risk assessment is to be undertaken. For
example, a ‘working aloft’ task would involve assimilating the data regarding the area
where the work is to take place, the available safety equipment for working aloft, a
clear appraisal of the people capable and qualified to execute the job with respectable
ease, medical expertise at disposal should something go awry etc.

Familiarization would mean that the officer in charge of the risk assessment is
thorough with the area of the ship where the work is to be carried out and is not a
mere external assessor. Such should be considered for all the other aspects
mentioned with regard to the gathering of data so that he may make the most
accurate judgment of any kind of incident that may arise.

2. Identifying the hazards involved with the data at hand taking into account the
practical observations

With experience and diligence on behalf of the officer, identifying the hazards would
automatically involve everything which is occupational as well as that which is
mechanical. Mechanical malfunction would be an unnecessary occurrence for it is
something that can be easily brought under maximum possible control with prior
checks and repairs.

Any equipment to be used in the job must be double checked and then checked
again! When a man’s life is involved, no effort should be spared to absolutely ensure
total and complete safety.

To bring into perspective, a small tear in the safety harness might seem insignificant
but under suspended weight it might result in a torn harness and a lost life.

3. Analyzing the risks associated with the pending job

The IACS classifies risks into the following:

• Trivial

• Tolerable

• Moderate

• Substantial

• Intolerable

Needless to say, the risks associated with each of the above points ascend in
magnitude. Actions and measures should be put in place as per the analyzed amount

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of danger for the job. Risks are occupational hazards that can tantamount to grave if
not understood to the very basic. For example, an ‘enclosed space’ job obviously
demands supreme caution and all associated risks such as that of asphyxiation,
poisoning, possible flammability of gases etc. should be accounted for in the analysis.

4. Assessment of the risks involved (probability of occurrence and the extent of

probable damage)

The IACS uses a term ALARP which means that the risk should be reduced to a level
that is as low as reasonably possible. This is applicable to the point of risk control as
well. Assessment of risks would involve that each and every practical hazard, the
risks associated with them, the supervising personnel as well the controlling
measures are determined with precision to a level that is achievable.

Just creating a ‘Risk Assessment’, for which is signed by the Chief Mate and the
Bosun, might be documentary execution but it shouldn’t be ignored that the person
performing a job dangerous to call for a risk assessment has his life in jeopardy if all
the steps aren’t taken to the level of achievable precision. As a formality, the
document gets filled and filed away, fulfilling company policy and other regulations;
however, in practicality, it is implementation that can make or break the safety
culture of work onboard.

5. Risk control, i.e., measures to prevent mishap and/or minimising the damage in
case of any incident

The process of risk control would automatically become easy if the rest of the points
earlier are adhered to. Vigilance on the part of the officer cannot be emphasised on
more. The most important aspect of control would be to have all medical equipment
on standby, which doesn’t imply a negative approach to a job but it does imply an
ingrained safety culture.

All safety equipment in use for the work to be carried out must be inspected by the
officer as the ones carrying out the work thoroughly. Approval to use them should be
given once both sides are satisfied to its operational integrity. It is not something that
demands a lot of time but its impact can decide life or death.

Essential, risk is not something that is constant, concrete and tangible. Dangers arise
from the most unexpected corners and sometimes too much is not enough. However,
as far as possible, the idea and practice of safety as a permanent and ingrained
feature in the process of decision making and shipboard operations should be
inculcated into everyone.

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Q. Duties of Ch. Off as per Function 3

Ans.

1. Control trim, stability and stress

2. Monitor and control compliance with legislative requirements and measures to
ensure safety of life at sea, security and the protection of the marine
environment
3. Maintain safety and security of the ship's crew and passengers and the
operational condition of life-saving, fire-fighting and other safety systems
4. Develop emergency and damage control plans and handle emergency situations
5. Use of leadership and managerial skill
6. Organize and manage the provision of medical care on board

He wants to listen only underlined ones nothing extra according to him rest are also
covered under ISM

Q. Misconduct by Crew action as Chief Officer

Ans.

1. Give Verbal Warning and engage in some constructive work

2. If no improvement then Arrange meeting with crew and enquire.
3. Read out relevant sections of CBA and AOA.
4. Inform Master, and company shall be informed through master.
5. Make Entry of offences in official log book as per Flag State Rule.
6. Indian MS Act Section 196 states procedure of making Entry of offences in
official logs

Q. Why is CBA Required?

Ans. CBA is Legal Agreement between Ship-owner Association and Seafarer

Association its required to take care of seafarer’s interests.

Q. What is Maritime Day?

Ans.

IMO celebrates every year World Maritime Day. The exact date is left to each country,
but usually celebrated on the fourth Thursday of September. The day is used to
highlight the importance of shipping safety, maritime security and the marine
environment.

It was first held on 17th March 1978, to mark the 20th anniversary of the IMO
convention which was adopted in 17th March 1958. In year 2016 it was celebrated on
29th September with Theme – “Shipping: Indispensable to the world”

2017 will be on 28th September and 2018 will be on 27th September

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Since 2005, in addition to the official IMO celebrations held at IMO Headquarters in
London, there has been a Parallel Event hosted by a Member State. In 2016 Parallel
Event was in Turkey.

Indian National Maritime Day

Every year 5th April is being observed as National Maritime Day of India. 2016 was
the 53rd edition of National Maritime Day and the theme was “Ease of doing business
in the maritime sector”.

Significance of the day: On this day in 1919 navigation history was created when SS
Loyalty, the first ship of the Scindia Steam Navigation Company, journeyed to the
United Kingdom. It was a crucial step for India shipping history when sea routes were
controlled by the British.

Background The National Maritime Day was first celebrated on 5th April, 1964. India
is strategically located in the Indian sub-continent and has about 7516 kilometers of
coastline. The long coastline is serviced by a total of 182 ports, 12 of them under a
special status as Major Ports. Presently, 90 per cent of India’s international trade in
terms of volume and 77 per cent in terms of value is moved by sea.

Q. Hazards when fighting fire in an enclosed space and which gas is

evolved

Ans.Toxicity and lack of oxygen + all Hazards of an Enclosed Space.Carbon Mono-

oxide is evolved which is poisonous in nature.

Man can live:

• three weeks without food

• three days without water
• only three minutes without oxygen!
The acceptable range of oxygen inside an enclosed space is between 19.5%
and23.5%. Normal air contains 21% oxygen.

Q. London Dumping Conventions

Ans.

The "Convention on the Prevention of Marine Pollution byDumping of Wastes and

Other Matter 1972", the "LondonConvention" for short, is one of the first global
conventionsto protect the marine environment from human activitiesand has been in
force since 1975. Its objective is topromote the effective control of all sources of
marinepollution and to take all practicable steps to preventpollution of the sea by
dumping of wastes and othermatter.

In 1996, the "London Protocol" was agreed to furthermodernize the Convention and,
eventually, replace it.Under the Protocol, all dumping is prohibited, except forpossibly
acceptable wastes on the so-called "reverselist".
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The London Protocol entered into force on 24 March2006.

For centuries, the world’s oceans were used as a dumpingground for wastes
generated by people, with little thoughtgiven as to the consequences of such actions.
It was notuntil the 1960s that we began to see increased awarenessof the impact of
such reckless action on the marineenvironment, on seafood and on other living
resources.

In 1972, the London Convention was adopted, banning thedumping of specified

wastes at sea, marking a significantstep towards regulating the dumping of wastes at
sea andprotecting the marine environment from human activities.

The London Protocol, adopted in 1996, built on andmodernized the principles

developed under the earliertreaty. The London Protocol turned the regulation
around,fully embracing the precautionary principle and prohibitingall dumping of
wastes and other matter, except for thoseon a prescribed list, which may be assessed
and givenpermits for dumping.

The London Protocol has been protecting the oceansfrom indiscriminate dumping of
wastes and other matterfor more than two decades.

The Convention on the Prevention of Marine Pollution by Dumping of Wastes

and Other Matter 1972, commonly called the "London Convention" or "LC '72"

The London Convention consists of 22 Articles and three Annexes. It follows a "black
list/grey list" approach to regulating ocean dumping; Annex I materials (black list)
generally may not be ocean dumped (though for certain Annex I materials dumping
may be permissible if present only as "trace contaminants" or "rapidly rendered
harmless" and Annex II materials (grey list) require "special care". Annex III lays out
general technical factors to be considered in establishing criteria for issuance of ocean
dumping permits.

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The main objective of the London Convention is to prevent indiscriminate disposal at
sea of wastes that could be liable for creating hazards to human health; harming
living resources and marine life; damaging amenities; or interfering with other
legitimate uses of the sea. The 1972 Convention extends its scope over "all marine
waters other than the internal waters" of the States and prohibits the dumping of
certain hazardous materials. It further requires a prior special permit for the dumping
of a number of other identified materials and a prior general permit for other wastes
or matter

The London Protocol is, so far, the most advancedinternational regulatory instrument
addressing carboncapture and sequestration in sub-seabed geologicalformations and
marine geoengineering.

In 2006, the LP Contracting Parties adopted amendmentsto regulate carbon capture

and storage (CCS) in subseabedgeological formations for permanent isolation.This
practice would typically apply to large pointsources of CO2 emissions, including power
plants andcement works, but excludes the use of such CO2 wastestreams for
enhanced oil recovery. CCS is seen by theIntergovernmental Panel on Climate Change
(IPCC) asone of the short term technological options for reducingnet CO2 emissions
to the atmosphere.

In 2013, the LP Contracting Parties adopted amendmentsto include marine

geoengineering activities, allowingthem to be permitted for research purposes
only.Marine geoengineering can involve introducing naturalsubstances or organisms
into the sea, in order tostimulate CO2 uptake and reduce CO2 in the atmosphere.
This includes ocean fertilization, or other activities todeliberately intervene in the
marine environment tomanipulate natural processes.

Difference between London Convention 1972 and 1996 Protocol

LC 72 LP 96
Entered into force on 30 August 1975 Entered into force on 24 March 2006
22 Articles and 3 Annexes 29 Articles and 3 Annexes
It follows a "black list/grey list" approach
It prohibits ocean dumping generally, but
to regulating ocean dumping.Annex I
eight wastes are considered for
materials (black list) not allowed for
dumping at sea following a stringent
dumping and Annex II materials (grey
assessment and licensing process.
list) require "special care"

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Q. Difference between anchor in life-boat and life-raft

Ans. As per Indian Standard – IS 3573:2010

Liferafts have 2 sea anchors one permanently attached to liferaft and other being
spare. Whereas lifeboat has only one.

Q. OPRC convention&OPRC known in India

Ans.

International Convention on Oil Pollution Preparedness, Response and Co-operation

(OPRC)

Adoption: 30 November 1990; Entry into force: 13 May 1995

In July 1989, a conference of leading industrial nations in Paris called upon IMO to
develop further measures to prevent pollution from ships. This call was endorsed by
the IMO Assembly in November of the same year and work began on a draft
convention aimed at providing a global framework for international co-operation in
combating major incidents or threats of marine pollution.

Parties to the International Convention on Oil Pollution Preparedness, Response and

Co-operation (OPRC) are required to establish measures for dealing with pollution
incidents, either nationally or in co-operation with other countries.

Ships are required to carry a shipboard oil pollution emergency plan. Operators of
offshore units under the jurisdiction of Parties are also required to have oil pollution
emergency plans or similar arrangements which must be co-ordinated with national
systems for responding promptly and effectively to oil pollution incidents.

Ships are required to report incidents of pollution to coastal authorities and the
convention details the actions that are then to be taken. The Convention calls for the
establishment of stockpiles of oil spill combating equipment, the holding of oil spill

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combating exercises and the development of detailed plans for dealing with pollution
incidents.

Parties to the convention are required to provide assistance to others in the event of
a pollution emergency and provision is made for the reimbursement of any assistance
provided.

The Convention provides for IMO to play an important coordinating role.

A Protocol to the OPRC relating to hazardous and noxious substances (OPRC-HNS

Protocol) was adopted in 2000.

The Indian Coast Guard is the designated national authority for oil spill response in
Indian waters under the National Oil Spill-Disaster Contingency Plan (NOS-DCP)

Q. Deserted seaman.

Ans. As per MS Act

Section 191Desertion and absence without leave.-

No seaman lawfully engaged and no apprenticeshall desert his ship

Provided that the seaman or apprentice has, before failing or refusing to join his ship
or to proceed to seain his ship or before absenting himself or being absent from the
ship, as the case may be, complained tothe master or a shipping master, surveyor,
seamen's welfare officer, port health officer, Indian consularofficer or any other officer
at any port duly authorised in this behalf by the Central Government, that the ship is
unseaworthy.

Section 192 states that DG shipping has power to suspend CDC of deserted seaman.

Section 196 -Entry of offences of official logs.

an entry of the offence or act of desertion shall be made in the official log book and
signed by the master, themate and one of the crew;

Section 197 - Report of desertions and absences without leave.

Whenever any seaman engaged outside India onan Indian ship deserts, the mater of
the ship shall,within forty-eight hours of discovering such desertion, report the same
to the shipping Master, unless in the meantime, thedeserter returns.

Section 198 - Entries and certificates of desertion abroad.

(1) In every case of desertion from an Indian ship while such ship is at any place out
of India, the master shall produce the entry of desertion in the officiallog book to the
Indian consular officer at the place, and that officer shall thereupon make and certify
acopy of the entry.

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(2) The master shall forthwith transmit such copy to the shipping master at the port
at which the seamanwas shipped, and the shipping master shall, if required, cause
the same to be produced inany legal proceeding.

Section 211 - Deserters from foreign ships.

Seamen of a Foreign Ship deserts fromany such ship, when within India, any court
that would have had cognisance of the matter if the seamanor apprentice had
deserted from an Indian ship shall, on the application if a consular officer of
thatcountry, aid in apprehending the deserter and for that purpose may, on
information given on oath, issuea warrant for his apprehension and on proof of the
desertion order him to be conveyed on board his shipor delivered to the master or
mate of his ship or to the owner of the ship or his agent to be so conveyedand any
such warrant or order may be executed accordingly.

Q. Procedure for detention

Ans. As per MS Act Section 336 & Section 342

Detention of unsafe ships by the Central Government

336.Power to detain unsafe ship and procedure for detention.

(1) Where an Indian ship in any port to whichthe Central Government may specially
extend this section is an unsafe ship, that is to say, is by reason of
thedefective condition of her hull,
equipment or machinery, or
by reason of overloading orimproper loading,
unfit toproceed to sea without serious danger to human life, having regard to the
nature of the service for which she isintended, such ship may be provisionally
detained for the purpose of being surveyed and either finally detained orreleased as
follows, namely:-

(a) The Central Government, if it has reason to believe, on complaint or

otherwise, that any such ship is unsafe,may order the ship to be provisionally
detained as an unsafe ship for the purpose of being surveyed.

(b) A written statement of the grounds of such detention shall be forthwith

served on the master of such ship.

(c) When the Central Government provisionally orders the detention of a ship,
it shall either refer the matter to thecourt of survey for the port where the ship
is detained, or forthwith appoint some competent person to survey suchship
and report thereon; and, on receiving the report may either order the ship to
be released or if in its opinionthe ship is unsafe, may order her to be finally
detained, either absolutely or until the performance of suchconditions with
respect to the execution of repairs or alterations, or the unloading or reloading
of cargo, as theCentral Government thinks necessary for the protection of
human life.

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(d) Before an order for final detention is made, a copy of the report shall be
served upon the master of the ship,and within seven days after such service
the owner or master may appeal against such report, in the mannerprescribed,
to the court of survey for the port where the ship is detained.

(e) Where a ship has been provisionally detained and a person has been
appointed under this section to surveysuch ship, the owner or master of the
ship, at any time before such person makes that survey, may require thathe
shall take with him as assessor such person as the owner or master may
select, being a person named in thelist of assessors for the court of survey or,
if there is no such list, or if it is impracticable to procure the attendanceof any
person named in such list, a person of nautical, engineering or other special
skill and experience.If thesurveyor and assessor agree that the ship should be
detained or released, the Central Government shall causethe ship to be
detained or released accordingly, and the owner or master shall have no right
of appeal.If thesurveyor and assessor differ in their report, the Central
Government may act as if the requisition had not beenmade, and the owner or
master shall have a right of such appeal touching the report of the surveyor as
ishereinbefore provided in this section.

(f) Where a ship has been provisionally detained, the Central Government may
at any time if it thinks it expedient,refer the matter to the court of survey for
the port where the ship is detained.

(g) The Central Government may at any time, if satisfied that a ship detained
under this section is not unsafe,order her to be released either upon or without
any conditions.

(2) Any person appointed by the Central Government for the purpose,shall have the
same power as the Central Government has under this section of provisionally
ordering thedetention of a ship for the purpose of being surveyed, and of appointing a
person to survey her; and if he thinksthat a ship so detained by him is not unsafe,
may order her to be released.

(3) A detaining officer shall forthwith report to the Central Government any order
made by him for the detention orrelease of a ship.

(4) A ship detained under this section shall not be released by reason of her Indian
register being subsequentlyclosed.

342.Application to ships other than Indian ships of provisions as to

detention.

When a ship other than anIndian ship is in a port in Indian and is, while at that port,
unsafe by reason of the defective condition of her hull,equipment or machinery, or by
reason of overloading or improper loading, the provisions of this Part with respectto
the detention of ships shall apply t that ship as if she were an Indian ship with the
following modifications,namely:-

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(a) a copy of the order for the provisional detention of the ship shall forthwith
be served on the consular officer forthe country to which the ship belongs at or
nearest to the port in which such ship is detained;

(b) the consular officer, at the request of the owner or master of the ship, may
require that the person appointedby the Central Government to survey the
ship shall be accompanied by such person as the consular officer mayselect,
and in that case, if the surveyor and that person agree, the Central
Government shall cause the ship, to bedetained or released accordingly; but, if
they differ, the Central Government may act as if the requisition had notbeen
made, and the owner and master shall have the like right of appeal to a court
of survey touching the reportof the surveyor as is hereinbefore provided in the
case of an Indian ship; and

(c) where the owner or master of the ship appeals to the court of survey, the
consular officer, at the request of theowner or master, may appoint a
competent person to be assessor in the case in lieu of the assessor who, if
theship were an Indian ship, would be appointed otherwise than by the Central
Government.

Q. Disciplinary action against crew member slapping officer? who all will
sign in official log book in above case

Ans. Inform Master, and company shall be informed through master.

1. Make Entry of offences in official log book as per Flag State Rule.
2. Indian MS Act Section 196 states procedure of making Entry of offences in
official logs
3. Master, Chief Officer, one witness from crew (witness for entry into OLB and not
of offence/indiscipline) and Crew member himself (about whom entry is being
made) will sign.

Q. Contents of chain register and required under which regulation?

Ans. It is required under Dock Workers Act Part III Reg.40 to 56& ILO 152

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Q. 4 New types of certificate which have come ..due to STCW 2010

Ans.

1. ‘Able Seafarer Deck’

2. ‘Able Seafarer Engine’
3. ‘Electro-Technical Officer’ and
4. ‘Electro-Technical Rating’

Q. STCW 2010 Manila amendments.

Ans. The important changes to each chapter of the Convention and Code include the
following:

1. Revised requirements on hours of work and rest and new requirements for the
prevention of drug and alcohol abuse, as well as updated standards relating to
medical fitness standards for seafarers.

2. New certification requirements for able seafarers.

3. New requirements relating to training in modern technology such as electronic

charts and information systems (ECDIS).

4. New requirements for marine environment awareness training and training in

leadership and teamwork.

5. New training and certification requirements for electro-technical officers.

6. Updating of competence requirements for personnel serving on board all types

of tankers, including new requirements for personnel serving on liquefied gas
tankers.

7. New requirements for security training, as well as provisions to ensure that

seafarers are properly trained to cope if their ship comes under attack by
pirates.

8. Introduction of modern training methodology including distance learning and

web-based learning.

9. New training guidance for personnel serving on board ships operating in polar
waters.

10. New training guidance for personnel operating Dynamic Positioning Systems.

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Q. Markings on Anchor Chain.

Ans.

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The shackles and the end links of each length and one link in every 27.5 m
(15fathoms) of stud-link chain, made in a continuous length without joining shackles,
are to be clearly stamped by the manufacturer as shown in Figure in location A, B and
C.

When Kenter (lugless) shackles are used, the marking is to be clearly stamped on the
Kenter shackle and on both adjoining common links.

A The Number of the Certificate (Furnished by the Surveyor) eg. 78 PT1234

B Signifying that the Chain has been satisfactorily tested to the Class
Requirements and the Grade as Applicable for example AB/1, AB/2 or AB/3

C Nominal Chain Diameter in mm orin. (When chain manufacturers emboss the

chain diameter in a permanent manner by some suitable means such as forging
or casting, marking of the chain diameter in location C may beomitted.)

Q. Steering gear requirements

Ans. As per SOLAS Chapter II-1 Regulation 29

- Every ship shall be provided with a main and an auxiliary steering gear system and
shall be so arranged that the failure of one of them will not render the other one
inoperative.

- The main steering gear shall be:

a. of adequate strength and capable of steering the ship at maximum ahead

service speed.

b. capable of putting the rudder over from 35° on one side to 35° on the other
side with the ship at its deepest seagoing draught and running ahead at
maximum ahead service speed and under the same conditions, from 35° on
either side to 30° on the other side in not more than 28 s.

- The auxiliary steering shall be:

a. of adequate strength and capable of steering the ship at navigable speed

and of being brought speedily into action in an emergency.

b. capable of putting the rudder over from 15° on one side to 15° on the other
side in not more than 60 s with the ship at its deepest sea-going draught and
running ahead at one half of the maximum ahead service speed or 7 knots,
whichever is the greater.

- Where the main steering gear comprises two or more identical power units, an
auxiliary steering gear need not be fitted, provided that:

a. In a passenger ship the main steering gear is capable of operating the

rudder over from 35° on one side to 35° on the other side with the ship at its
deepest seagoing draught and running ahead at maximum ahead service

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speed and under the same conditions, from 35° on either side to 30° on the
other side in not more than 28 s, while any one of the power unit is out of
operation.

b. Ina cargo ship, the main steering gear is capable of operating the rudder
over from 35° on one side to 35° on the other side with the ship at its deepest
seagoing draught and running ahead at maximum ahead service speed and
under the same conditions, from 35° on either side to 30° on the other side in
not more than 28 s, while operating with all power units.

- A means of communication shall be provided between the navigation bridge and the
steering gear compartment.

- A low level alarm for each hydraulic fluid reservoir, both audio and visual alarms on
navigation bridge and in the machinery spaces.

- The steering gear compartment shall be readily accessible and as far as practicable,
separated from machinery spaces.

- In every tanker, chemical tanker or gas carrier od 10,000 GT and upwards and in
every other ship of 70,000 GT and upward, the main steering gear shall comprise two
or more identical power units, failure of any one power units, steering capability shall
be regained within 45 seconds.

Q. Last Amendment to MS Act 1958

Ans.

MS (Amendment) Act, 2014 –Insertion ofnew PartXIB

PART XIBCONTROLOFHARMFULANTI-FOULINGSYSTEMSONSHIPS

MS (Second Amendment) Act, 2014 - Insertion ofnew sections88A and 88B

Application of maritime labour standards to seafarers and ships and amendments to

various sections of ms act for MLC

Nairobi Salvage Convention and Bunker CLC in June 2015

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Q. sheer plan , body plan , half breadth plan

Ans.

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Body Plan

Planes parallel to the front and back of the imaginary box are called stations. There
are three important stations. The intersection of the stem of the ship at the design
water line is called Forward Perpendicular (FP). The intersection of the stern at design
waterline(immersed transom) or the rudder stock is called the Aft Perpendicular (AP).
The station midway between the perpendiculars is called the midships stations.

Each station plane will intersect the ship's hull and form a curved line at the points of
intersection. These lines are called sectional lines and are all projected onto a single
plane called the Body Plan.

The body plan takes advantage of the ship's symmetry. Hence only half the section is
show; the sections forward of amidships are drawn on the right side, and the sections
aft of the amidships are drawn on the left side. The amidships section is generally
shown on both sides of the body plan. The vertical line in the center separating the
left and right half of the ship is called the centerline.

Above Figure: Body Plan

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Half-Breadth Plan

The bottom of the box is a reference plane called the base plane. The base plane is
usually level with the keel. A series of planes parallel and above the base plan are
imagined at regular intervals, usually at every meter. Each plane will intersect the
ship's hull and form a line at the points of intersection. These lines are called
waterlines and are all projected onto a single plane called the Half-Breadth Plan.

Each waterlines shows the true shape of the hull from the top view for some elevation
above the base plane.

The water lines referred to here has nothing to do with where the ship actually floats.
There waterlines are the intersection of the ship's hull with some imaginary plane
above the base plane.

Since ships are symmetric about their centerline they only need be drawn for the
starboard or port side, thus the name Half-Breadth Plan.

Above Figure: Half Breadth Plan

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Sheer Plan

A plane that runs from bow to stern directly through the center of the ship and
parallel to the sides of the imaginary box is called the centerline plane. A series of
planes parallel to one side of the centerline plane are imagined at regular intervals
from the centerline. Each plane will intersect the ship's hull and form a curved line at
the points of intersection. These lines are called buttock or butt lines and are
projected onto a single plane called the Sheer Plan.

Each buttock line shows the true shape of the hull from the side view for some
distance from the centerline of the ship. The centerline plane shows a special butt line
called the profile of the ship.

Above Figure: Sheer Plan

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Q. Offset Tables

Ans.

Q. Lofting and Fairing

Ans.

Lofting is a drafting technique (sometimes using mathematical tables) whereby

curved lines are generated, to be used in plans for streamlined objects such as
aircraft and boats. The lines may be drawn on wood and the wood then cut for
advanced woodworking. The technique can be as simple as bending a flexible object,
such as a long strip of thin wood or thin plastic, so that it passes over three non-
linear points and scribing the resultant curved line, or plotting the line using
computers or mathematical tables.

Lofting is particularly useful in boat building, when it is used to draw and cut pieces
for hulls and keels, which are usually curved, often in three dimensions. Loftsmen at
the mould lofts of shipyards were responsible for taking the dimensions, and details
from drawings and plans and translating this information into templates, battens,
ordinates, cutting sketches, profiles, margins and other data.

Since the early 1970s computer-aided design (CAD) became normal for the
shipbuilding design and lofting process.

Once the Line Plans are approved, the gaps between the design stations need to be
filled in so as to get a full scale picture of the ship. Since plans only depict dimensions
or profiles at design stations, the intervals between design between the stations
needs to be filled out and faired so as to obtain a smooth curve between two stations.
From numerical values of dimensions obtained from the lines plan a table of offsets is
drawn up.

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This table of offsets is actual numerical values of dimensions obtained from the lines
plan. It is list of half breadths, lengths at various waterlines and at various distances
from centerline, heights of decks, the deck stringer, tanktop, etc. the measurements
are taken at each of the design stations. The table is then sent to loftsmen for Fairing.

Q. Wire Frame Model

Ans.

Today Computers and dedicated programs for ship building are used wherein the
table of offsets is fed in and full scale plan can be obtained as fairing id done by
computer itself. This plan is saved in form of Wire-Frame Model in the computer and
can be rotated and viewed from any angle.

A wire-frame model is a visual presentation of a 3-dimensional (3D) Object. It is

created by specifying each edge of the physical object where two mathematically
continuous smooth surfaces meet, or by connecting an object's constituent vertices
using straight lines or curves. The object is projected into screen space by drawing
lines at the location of each edge. The term wire frame comes from designers using
metal wire to represent the three-dimensional shape of solid objects. 3D wire frame
allows to construct and manipulate solids and solid surfaces.

Q. Plate Nesting

Ans. In Ship Building industry, Plate Nesting refers to the process of laying out
cutting patterns to minimize the steel plate waste. A special software is used these
days which will prepare a drawing and will fit various parts to minimize wasting.

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Q. Foul hawse..how will you go about it?

Ans.

Foul Hawse:

* Gear Necessary For This Operation Should Be Made Ready For Slack Water.

* It Will Include At least Three 20 / 25 Mm Wires, Lashing Wires Or Ropes,

Boatswains Chair And Equipment Necessary For Breaking A Cable To A New Stream
Thus Giving About 6 Hours Of Freedom.

* The Hawse Is Clear By Unshackling The Sleeping Cable And Passing The End Round
The Riding Cable.

Procedure:

1. Heave On Both Cables To Bring The Foul Turns Above Water And Lash Both Cables
Together Below The Turns With A Natural Fiber Lashing.

2. This Lashing Will Prevent The Turns From Working Themselves Further Down The
Cables.

3. Pass A Wire Preventer (25mm Wire) Around The Sleeping Cable Down From The
Turns This Will Reduce The Weight On The Turns And Serve To Secure The Sleeping
Cable Should The End Be Lost.

4. Walk Back On The Sleeping Cable To Bring The Next Joining Shackle Conveniently
Forward Of The Windlass.

5. Rig A Temporary Easing Wire (25mm Wire) At A Point Forward Of The Joining
Shackle So That It Can Take The Weight Of The Sleeping Cable When The Joining
Shackle Is Broken.

6. Run A Wire Rope Messenger (25mm Wire) From The Windlass Drum To Outside.
Take Half A Turn About The Riding Cable In The Direction Opposite To The Foul Turns
In The Cable With This Messenger.

7. Pass The End Of The Messenger Up Through The Hawse Pipe Of The Sleeping Cable
And Secure It To The End Of The Sleeping Cable.

8. Heave Away On The Messenger And Simultaneously Ease Away On The Easing
Wire, Heaving The End Of The Sleeping Cable Up Towards The Fairlead Thus
Removing A Half Turn From The Fouled Cables.

9. Follow The Same Procedure To Remove The Remaining Turns.

10. When We Get A Clear Hawse, Haul In The End Of The Sleeping Cable And Rejoin
It.

11. The Preventer Wire Should Be Slipped And Cleared, Lashing Should Be Cut Or
Burnt Away. Heave Away On Both Cables Picking Up On Any Slack.

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Foul Anchor.

Anchor Fouled By Under Water Obstruction.

* Vessel Is Moved Ahead Under Engines, Veering Cables Until It Grows Well Astern.

* When The Vessel Is Brought Up to With The Cable Growing Astern, And The Cable
Is Taut, Then Work The Engines Ahead Slowly And See If The Cable Breaks Out
Slowly.

* In Case It Does not Break Out Then Steer The Vessel Slowly In An Arc Towards The
Anchor And Try To Rotate The Anchor And Break It Out By Constant Movement.

* If Still Unsuccessful Then Try The Above Procedures Using Astern Movements.

* If Still Not Successful Then Rig Up An Anchor Buoy And Slip Cable For Later
Recovery.

Anchor Fouled With Wire Cable Etc.

* Anchor And Fouling To Be Hove Well Up Into The Hawse Pipe.

* Use A Fiber Rope And Pass It Round The Obstruction And Heave Both Ends Taut
And Make Fast On The Forecastle Deck Near Maximum Flare.

* Walk Back Anchor Clears Of Obstruction.

* Heave The Anchor Into The Hawse Pipe.

* The Obstruction Which Is Now Clear Of The Anchor Can Be Released By Slipping
The Fiber Rope.

Q. CAD/CAM

Ans.

In the late 1960's Computer Aided Design and Manufacturing (CAD/CAM) was
introduced in Shipbuilding. Since then the technology has developed to its present
state-of-the-art 30 design/manufacturing form. The advantages of CAD/CAM
techniques including interference checking; improved fabrication and installation
instructions; direct numerical control for steel, sheet metal and pipe fabrication; as
well as overall improvement in productivity through enhanced communication and
teamwork, are discussed.

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Q. List all required Publications onboard a vessel.

Ans. Required Publications

Most Applicable
Publication Mandatory
Recent Comments
Name By Vessels
Edition

2016 IBC,
Chemical Constructed on or after
IBC Code paragraph
Edition Tankers July 1, 1986
16.2.1

BCH,
2008 Chemical Constructed on or after
BCH Code paragraph
Edition Tankers July 1, 1986
5.2.1

IGC,
1993 Constructed on or after
IGC Code paragraph Gas Carrier
Edition July 1, 1986
18.1.3

Gas carriers constructed

after July 1, 1986 and
before July 1, 2016
should have a copy of
the 1993 edition with all
the supplements in
addition to the 2016
edition, unless copies of
national regulations
incorporating the
provisions of the IGC
Code are provided on
IGC, board ship, in which
2016
IGC Code paragraph Gas Carrier case the IMO
Edition
18.1.2 publication of the IGC
Code need not be
carried on board. All
new builds constructed
after July 1, 2016 will
require a copy of the
2016 edition of the IGC
Code on board ship.
Administrations may
also choose to have a
copy of the 2016 edition
of the IGC Code for
reference.

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SOLAS
International
2005 Chapter V,
Code of All
Edition Regulation
Signals ¹
21.1

SOLAS
IAMSAR
2016 Chapter V,
Manual All
Edition
Volume III ¹ Regulation
21.2

SOLAS

Chapter V,
Nautical Regulation
Charts & 19.2.1
All See below for details.
Publications &
²
Chapter V,
Regulation
27

Publications
Required by ISM Code, Ship SMS manuals
International paragraphs contain details of
All
Safety 1.2.3 and additional required
Management 11.3 publications.
(ISM) Code

Logbook for vessels

MARPOL with ODS
ODS
Annex VI All (Ozone depleting
Logbook
Reg.12 substances) containing
systems or equipment.

All publications on board vessels, in any of format, should be the most current edition
or updated with the latest corrections. Unless stated otherwise, official digital
publications are permitted. It is recommended however mariners consult with their
respective flag state authority regularly on the use of digitized publications and their
acceptance.

¹ Emergency use copies of these publications must always be readily available in

physical, paper editions.

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² Nautical Charts & Publications

1. Adequate charts for the intended voyage – up to date

2. Chart catalog – up to date
3. Admiralty Sailing Directions / NGA Sailing Directions
4. Admiralty List of Lights / NGA List of Lights
5. Notices to Mariners
6. Admiralty Tide Tables / NOAA Tide Tables
7. Mariners Handbook
8. Nautical Almanac
9. Navigational Tables
10. Admiralty List Of Radio Signals Volumes I to VI Global Maritime Distress and
Safety System (GMDSS) / NGA Radio Aids
11. Tidal stream atlases
12. Ocean Passages for the World

The following table provides carriage guidance on international regulatory materials;

easy access to which is useful for mariners on board vessels. It also provides
guidance on appropriate listed publications in the vessel's SMS manual or relevant
extracts from which that may be included in the SMS manual. The following are
recommended publications in accordance with applicable international instruments for
carriage on board vessels.

Recommended Publications

Publication Most Recent Mandatory Applicable

Comments
Name Edition By Vessels

All Vessels

2014
SOLAS Consolidated N/A All
Edition

2011
MARPOL N/A All
Consolidated

Load Lines 2011 Edition N/A All

All vessels
with
STCW 2011 Edition N/A exception to
fishing
vessels

Fishing
STCW - F 95 1996 Edition N/A
Vessels

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COLREGS 2003 Edition N/A All

Tonnage
Measurements 1969 Edition N/A All
of Ships 1969

LSA Code 2010 Edition N/A All

FSS Code 2015 Edition N/A All

ISPS Code 2012 Edition N/A All

Bridge
Procedures 5th Edition N/A All
Guide

IMO Standard Applicable to

Marine all vessels to
Communication 2004 Edition N/A which SOLAS
Phrases chapter I
(SMCP) applies.

Class
Related

High Speed Constructed on

High Speed
Craft (2000 2000 Edition N/A and after July 1,
Craft
HSC) 2002

Constructed on
and after
High Speed January 1, 1996
High Speed
Craft (1994 1994 Edition N/A and before July
Craft
HSC) 1, 2002.
Available as e-
book only.

Mobile Constructed on
MODU Code
2009 Edition N/A offshore and after Jan 1,
2009
drilling unit 2012

Mobile Constructed on
MODU Code
2001 Edition N/A offshore before Jan 1,
2001
drilling unit 2012

Offshore
OSV Code 2001 Edition N/A
supply V/Ls

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Cargo Related

Tanker Safety
2nd 1995
Guide N/A LNG Tankers
edition
(Liquified Gas)

ICS Tanker
4th 2014 Chemical
Safety Guide N/A
Edition Tankers
(Chemicals)

ISGOTT
(International
Safety Guide
5th Edition N/A Oil Tankers
for Oil Tankers
and Terminals)
5th Edition

Vessels
International
1991 Edition N/A transporting
Grain Code
grain cargo

Constructed
Gas Carrier
1983 Edition N/A Gas Carrier before July 1,
Code
1986

Dangerous
International
Vessels goods in bulk or
Maritime
transporting package form.
Dangerous 2014 Edition N/A
dangerous 2012 Edition
Goods (IMDG)
goods. valid until
Code
January 1, 2016

Maritime
Vessels
Carriage of Available as e-
1972 Edition N/A transporting
Nuclear book only.
INF cargo
Substances

International
Maritime Solid Solid bulk
2013 Edition N/A All
Bulk Cargoes cargoes.
(IMSBC) Code

BLU Code 2011 Edition N/A Bulk Carriers

Cargo Stowage
Cargo
& Securing 2011 Edition N/A
Securing
(CSS) Code

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Code of safe
Vessels
practice for
transporting
ships carrying 2011 Edition N/A
timber on
timber deck
deck
cargoes

Convention for
Vessels
Safe
2014 Edition N/A transporting
Containers
containers
(CSC)

Operations Related

Vessels
Polar water
2010 Edition N/A sailing in
guidelines
Polar areas

Vessels
Best sailing
Management trough areas Available as e-
3rd Edition N/A
Practices with piracy book only.
(BIMCO) activity
reported

Vessels
ICS Guide to
4th 2009 involved in
helicopter/ship N/A
Edition helicopter
operations
operations

Note: No actions should be filed by control authorities from surveyors, port

states and/or ISM code auditors for vessels, which do not carry these
publications. Carriage of these publications is optional unless such
publications are required by the ship's Administration and/or SMS manual.
All publications on board ships must be the latest editions or updated with
current information.

Q. Wrought iron/ Cast iron

Ans.

Wrought iron is an iron alloy with a very low carbon (less than 0.08%) content in
contrast to cast iron (2.1% to 4%). It is a semi-fused mass of iron with fibrous slag
inclusions (up to 2% by weight) which gives it a "grain" resembling wood, that is
visible when it is etched or bent to the point of failure. Wrought iron is tough,
malleable, ductile, corrosion-resistant and easily welded. Before the development of
effective methods of steelmaking and the availability of large quantities of steel,
wrought iron was the most common form of malleable iron. A wrought product is one
that has been mechanically worked by forging, extruding, rolling, hammering,

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etcetera, to change its form and properties. Wrought iron is a particular worked iron
product that is seldom produced today as other cheaper, superior products have
substituted.

Cast iron is a generic term that can refer to a range of iron alloys, but is typically
associated with the most common gray iron. While cast iron may sound like the cast
form of the pure element iron (FE on the periodic table), it's actually an alloy
containing 2–4 percent carbon, plus additional amounts of silicon and manganese.
Other impurities, such as sulfur and phosphorus are also common.

Cast iron, when compared to wrought iron or steel, is very brittle and comparatively
hard and non-malleable. It can't be bent, stretched or hammered into shape. Its
weak tensile strength means that it will fracture before it bends or distorts.

Following questions are contributed by my friend Dharmjeet Singh

Q. Year of Seafarer and Seafarer Day?

Ans. Year of Seafarer is 2010 and Seafarer Day is 25 June

International Year of Seafarer, Year 2010

Reasons:

 Manila Amendments were adopted in year 2010 and in STCW Manila

Amendments Regulation 18 states Year 2010 will be dedicated to seafarers
 Contributions of seafarers from all over the world towards international
seaborne trade and world economy.
 Recognizing the enormous risks seafarers shoulder in the execution of their
daily tasks & duties in hostile environment.
 Deprivation to which seafarers are subject through spending long periods of
their professional life at sea away from their families & friends.

25th June every year is celebrated as Seafarer Day because STCW Convention 2010
was adopted on 25th June 2010. It makes this day very significant for the members of
community.

Q. Mates (Deck) Log Book carriage requirement?

Ans. As per Reg 28 of Chapter – V, SOLAS. All ships engaged on international

voyages shall keep a record of navigational activities and incidents which are of
importance to safety of navigation.

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Q. Difference between Code and Convention.

Ans. Convention is made when it is recognized by the flag state, the members of the
IMO or the contracting governments that there is a need of provisions or
standardization regarding some concern i.e. safety, marine pollution, certification,
survey etc. Convention is a broad term and the code falls under conventions as the
specific regulations are laid down in the codes with regards to different chapters of
the convention.

Few codes are :

FSS CODE – provides international standards for the Fire Safety Systems and
equipment required by chapter 11-2 of the SOLAS Convention.

LSA CODE – International Life-Saving Appliance Code: provides international

standards for the life-saving appliances required by chapter III of the SOLAS
Convention.

IMDG CODE- International Maritime Dangerous Goods Code provides international

standards for dealing with dangerous cargo required by chapter VII of the SOLAS
Convention.

ISM CODE – International Safety Management Code provides international standards

for the management of safe operation of ships required by chapter IX of the 1974
SOLAS Convention.

ISPS CODE – International Ship And Port Facility Security Code provides measures to
enhance maritime safety required by chapter XI of the SOLAS Convention. Etc.

Q. How sea anchor is retrieved?

Ans. Tripping line is provided along with Dragline which is used for recovery

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Q. Difference between Cert of Competency and Cert of Proficiency.

Ans.

COC is an appropriate Certificate issued by the Govt. Requirement for getting COC are
much higher and Stringent than Cert. of Proficiency.

Cert. of Proficiency is issued by institutes approved by Flag State (DG shipping)

Q. Seaway bill vs Bill of Lading?

Ans.

A Seaway bill is a transport contract, similar to Bill of lading. It is however not needed
for delivery of cargo and is only issued as a cargo receipt. It is not a document of
title, means it cannot be used for negotiation with bank.

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Q. Marine Evacuation System

Ans. SOLAS Ch III Reg. 15

Marine Evacuation system is a life saving device found on passenger ships consisting
of inflatable Liferafts with inflatable Slide or Escape Chute though which passengers
can evacuate the ship is much faster way.

Q. HSMS

Ans. Recommended for Bulk Carriers of 20,000 GT or more to minimize the damages
associated with longitudinal stresses.

It consists of mainly three Components:

 Sensors
 Accelerometers
 Central Computer

The sensors are (also known as strain gauges), fitted at various locations on vessels
deck to sense stresses during loading, unloading and at sea.

The Accelerometers, one is fitted at bow to measure vertical accelerations of bow,

and two are fitted on center line to measure the roll & swing of vessel.

The data is fed into a Central Computer and display is normally provided in Cargo
Control Room / Ship’s Office and on Bridge

Q. Institute Warranty Limits

Ans. The International Navigating Limits (INL) defines the geographic limits within
which ship are able to operate without incurring additional insurance premium from
hull and machinery and other relevant underwriters.

Operating outside INL, in areas which can include significant hazard such as ice, could
lead to damage to ship. INL was formally known as IWL - Institute Warranty Limits

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Q. MARPOL Discharge Criteria Annex I

Ans.

Reg. 15 - From Machinery Space

A. Outside Special Area.

1. Enroute
2. Shall Pass through Oily Water Separator (oil filtering equipment)
3. Oil Content not more than15 ppm without dilution.
4. Not generated from Cargo Pump Room Bilges
5. Not mixed with Cargo Residues.

B. Inside Special Area.

1. Enroute
2. Shall Pass through Oily Water Separator (oil filtering equipment)
3. Oil Content not more than15 ppm without dilution.
4. Not generated from Cargo Pump Room Bilges
5. Not mixed with Cargo Residues.
6. If oil content increases from 15 ppm, an Alarm and arrangement to
automatically stop discharge shall be activated.

Reg. 34 – From Cargo Spaces

1. Not in side special area.

2. Enroute
3. 50 nm away from nearest land
4. Operational ODMCS equipment.
5. Instantaneous Rate of discharge shall not exceed 30 lits per Nautical Mile
6. Total quantity of discharge shall not exceed more than 1/30,000 of total last
cargo for new tankers and 1/15,000 for total last cargo for old tankers.

KK will find questions from the your answers only that why there are so many unique
questions, tip for him is just keep your answers short and to the point and do not
elaborate unless he asks like he asked me how you will make entry of misconduct by
crew in OLB as just answered him as per MS Act section 196. He was looking at me
but I kept quiet, so he moved on to his next question. He will pass you even if u do
not answer many questions but be confident but humble and do not act smart, well it
holds true for all other surveyors too.

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Capt. Sandeep Kohli

Courtesy Dharamjeet Singh

Q. What are special Areas

Ans. Theses are areas in which, due to technical reasons relating to their
oceanographically & ecological condition and their sea traffic, require methods to
prevent sea pollution.

Q. What is PSSA

Ans. These are areas which require special protection through action by IMO because
of its recognized Ecological, Socio-economic and Scientific reasons which may be
vulnerable to damage by intentional maritime activity.

Q. Stealer Plate

Ans. At the end of the Ship’s particularly bow, the width of the strakes decreases and
2 strakes are merged into one and it is called stealer plate.

Q. Marine Warranties

Ans.

Warranty is a promise made by insured that a specified state or conditions will

continue to exist for the duration of the policy. Warranty may be Implied or Express.

Implied Warranty which is not written in the policy but are implied by the law to exist
in the contract. They must be strictly complied with in the same way as expressed
warranties. There are two major implied warranties in marine insurance policies
covering seaworthiness and legality.

a) Seaworthiness:- With reference to H&M policy, if the policy is voyage policy, there
is an implied warranty that at the commencement of the voyage, the ship shall be
seaworthy for the purpose of particular adventure. A ship is deemed to be seaworthy
when reasonably fit in all respects to encounter the ordinary perils of the sea of the
adventure insured.

But if it is a time policy, there is no implied warranty that the ship shall be
seaworthy at any stage of adventure but where, with the privity of the assured , the

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ship is sent to the sea in an unseaworthy state, the insurer is not liable for any loss
attributable to unseaworthiness.

b) Legality:- There is an implied warranty that the adventure insured is a lawful one
and that, so far as assured can control it, the adventure will be carried out in a lawful
manner.

An express warranty is the warranty, which must be included in, or written upon the
policy, or must be contained in some document incorporated by reference into the
policy.

There are a number of express warranty in marine insurance like warranty of

neutrality during war, institute warranty etc. But a common example with reference
to H&M policy being a warranty that the vessel is classed with a particular society and
that her class will be maintained. The wording is likely to be, for example " warranted
LR classed and class maintained"

Q. What is PSC

Ans. Port State Control, is the exercise of the right of a port State, when granting
permission to a foreign flagged ship to enter a port of the port State, to inspect the
vessel to ensure that it meets international safety, pollution and other requirements.

PSC inspection is internationally agreed regime for inspection of foreign ships in other
national ports, by PSC Inspectors. Main Purpose of PSC is to ensure that ship visiting
their ports are complying with International Conventions Such as SOLAS, MARPOL,
STCW and MLC.

Inspections can involve checking that vessel is manned and operated in compliance
with applicable international law, verifying the competency of ship’s Master and
officers and the condition of ship and its equipments.

Q. What is PMS

Ans Requirement of IMS code Regulation 10.

It is the process of planning, directing, and controlling the preventive maintenance of

all systems, sub-systems, and components onboard.

The purpose of the planned maintenance system is:

 To ensure that all maintenance is carried out with adequate intervals, and in
accordance with the schedule in the planned maintenance system.

 To maintain and keep all engines, machinery and technical components in good
working order at all times, to avoid stoppages and to maintain charter party
speed and consumption requirements.

 To avoid interruption and oversight of work by covering all of the work.

 To make clear demarcation between onboard and shore maintenance work.

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Q. Heavy Weather Precautions

Ans. He wants to hear from Fwd to aft in a systematic way

1. Check Anchor lashing, take extra lashing.

2. Secure Spurling pipe with cement.
3. All ventilators on forecastle deck shall be closed and secured.
4. Bobby hatch cleats to be closed tightly and secured.
5. Mooring ropes to be secured on drums with canvas around them
6. Extra ropes to be taken in side forepeak store
7. Secure everything inside forepeak store and paint store(if its Fwd)
8. Close and secure forepeak store weathertight door
9. Check cargo lashing and tighten as required.
10. Close all ventilators on deck and secure them
11. Hatch cleats should be checked and tightened.
12. Rig a life line on deck
13. Take extra lashing on accommodation ladder
14. Shift pilot ladders inside deck houses.
15. Check Cargo gears such as cranes derricks are parked and secured properly.
16. No Loose objects to be left on deck (such as wooden gratings)
17. Check all the Scuppers are open & Clear
18. Reduce Free Surface Effect by pressing up all the tanks
19. Take extra ballast if possible to reduce panting effect.
20. Check and Close all sounding pipes tightly
21. All items deck houses secured properly and doors closed and secured
22. Make sure all lashings of Life Saving appliances are tight and No Extra Lashing
taken.
23. Secure poop deck - all vents, extra ropes and booby hatch secured properly.
24. Close all weather tights door on weather deck and tell crew not to go on deck
without permission and informing bridge.
25. Call Engine room and tell them about expected weather and instruct them not
to use steering flat door as they are fond of using that door.
26. Check steering gear for oil level and other unusual sounds, run both motors,
sync Gyro repeater, test bridge - steering flat communication system and try
out manual steering.
27. Engage crew in some productive task like securing and cleaning accommodation
spaces
28. Instruct Chief Cook about expected weather and secure galley.
29. Secure all the portholes and deadlights
30. Rearrange watch schedules as extra lookout may be required during restricted
visibility and for hand steering.
31. Tryout both fwd and main mast ship’s Whistle
32. Check weather forecast and ascertain ship’s and storm’s position.
33. Consider re-routing if required.
34. Update ETA
35. Log down all the events.

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Q. What are Statutory Certificates and What are Mandatory Certificates?

Ans. Courtesy www.myseatime.com

Statutory certificates are required by the statute. Statute means law. So these are
the certificates that are required by the law.

Mandatory certificates, as the name suggests are mandatory to carry on board.

But doesn’t that mean, all statutory certificates are mandatory ? Confusing right ?

While it is important that we have both type of certificates on board, there is a

principle difference between statutory and mandatory certificates.

If we sail a ship without a statutory certificate (the one required by law), we are
breaking the law. And like any other form of breaking law, it can be charged
under criminal law.

Statutory Certificates are the certificates required to be carried onboard under those
International Conventions which are ratified by the Flag State of your Ship. For
example Certificates required un MARPOL, SOLAS etc

Mandatory Certificates are those certificates required to be carried onboard under

those International Conventions which are not ratified by the Flag State of your Ship,
but are required because Country ship is visiting has ratified those conventions or
certificates required their own national laws.

For example Certificate of entry for P&I club - This certificate shows that ship is
covered under the P&I club which has issued this certificate. If the ship is not covered
by a P&I club, the port authorities may not allow the ship to enter or start cargo
operation.

But if the ship has not entered into a P&I club, this would not make the ship
unseaworthy.

Similarly for a ships visiting US port, need to have “Certificate of financial

responsibility”. If a vessel do not have this certificate, the US authorities do not allow
the ship to operate in US waters.

Again, if a ship has been sailing at sea without this certificate will not be an
unseaworthy ship. So these certificate even though not statutory, are mandatory to
have on board.

Some Statutory Certificates are:

1. Certificate as per SOLAS

 Cargo ship safety construction certificate

 Cargo ship safety Equipment certificate
 Cargo ship Radio certificate
 Minimum safe manning certificate

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 Safety management certificate
 International Ship security certificate
 Document of compliance for ships carrying dangerous goods
 Document of Authorisation for the Carriage of Grain
 International Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk
 International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
 International Certificate of Fitness for the Carriage of INF Cargo

2. Certificate as per MARPOL

 International Oil Pollution Prevention Certificate (IOPP Certificate)

 International Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk
 International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk (NLS Certificate)
 International Sewage Pollution Prevention Certificate
 International Air Pollution Prevention Certificate
 Engine International Air Pollution Prevention Certificate
 International Energy Efficiency Certificate

3. Certificate as per Load Line convention

 International Load Line Certificate

 International Load Line Exemption Certificate

4. Certificate as per Tonnage convention

 International Tonnage Certificate

5. Certificate as per AFS convention

 International Anti-fouling System Certificate

 International Anti-fouling System Declaration

6. Certificate as per STCW

 Certificates for Masters, Officers and Ratings

7. Certificate as per Liability Convention

 Certificate of Insurance in Respect of Civil Liability for Oil Pollution Damage

8. Certificate as per ILO Convention

 Maritime Labour Certificate (MLC)

 Certificate of Compliance for ILO 92 & 133 (Crew accommodation)
 Medical Certificate as per ILO 73
 Load Test Certificate for cargo gear ILO 152

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Q. ISM Amendments

Ans. MSC.353(92) and these amendments entered into force on 1 January 2015.

PART A – IMPLEMENTATION

6 RESOURCES AND PERSONNEL

1 The existing text of paragraph 6.2 is replaced with the following:

" 6.2 The Company should ensure that each ship is:

.1 manned with qualified, certificated and medically fit seafarers in accordance with
national and international requirements; and

.2 appropriately manned in order to encompass all aspects of maintaining safe

operations on board.”

12 COMPANY VERIFICATION, REVIEW AND EVALUATION

2 The following new paragraph 12.2 is inserted after existing paragraph 12.1 and the
existing paragraphs 12.2 to 12.6 are renumbered as 12.3 to 12.7:

"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."

Q. Condition of Class

A requirement of a class surveyor, recorded on an Interim Certificate of Class, that a

specific measure, repair, survey, etc. must be carried out by a specified date in order
for the ship to retain her class.

On a damaged ship there may be, for example, a "Condition of class now imposed"
that an indented shell plate ("now temporarily repaired") must be "satisfactorily dealt
with" by the next dry-docking (with due date shown). On a new LNG carrier there
may be, for example, a "condition of class now imposed" that the cargo tank safety
devices, high level alarms and overfill valve shutdown are to be examined and tested
at the first cargo loading. When confirmed by a class surveyor to have been
satisfactorily complied with, a previously-imposed condition of class will be shown on
a new Interim Certificate of Class under the heading "Conditions of class now
deleted".

During its life, a ship may have issues with ship's hull and/or machinery. For example

 A ship has collided with other ship which has resulted in a dent or hole on ship's
side. To repair this ship need to sail for few days to arrive at
nearest/economical dry dock.

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 A ship has had allision with a jetty while berthing resulting in a dent or hole on
ship's side. To repair this ship need to sail for few days to arrive at
nearest/economical dry dock.
 A Ship engine Governor is not working and spares has a lead time and will only
be available in around one month time

There are many more such examples and situations. In such cases, clearly ship is not
complying with the rules of the classification society.

But if the classification society revokes the "Certificate of class", the ship would not be
able to sail.

So instead, a class surveyor attends the ship and suggests and/or verifies the
temporary arrangements. After the said temporary arrangements are in place, he will
allow the ship to sail for one voyage or for some time period. Class does so by issuing
a "Condition of class", Which means that to be able to retain the class, the said defect
need to be renewed before the specified period.

This way the "certificate of class" remains valid but with a condition. When the defect
is rectified, class surveyor will attend the vessel and verify that. After successful
verification, he will delete the condition of class. In case of repair of structural
damage, such as to hull, class may require a class surveyor to monitor the repair.

In any case, if the condition of class is not removed before the said period, the
certificate of class will become invalid and the ship will considered to be unseaworthy.

Q. P & I Club

Ans. Protection and Indemnity Club

Group of ship owners started this club with intentions to pool the risks which are not
covered by Hull and Machinery underwriters. It is non-profitable club which covers
following claims:

 Loss of life, injury & third party liabilities.

 Crew claims covering repatriations.
 Collision
 Wreck removal
 Damage to fixed and floating objects
 Pollution
 Cargo damage/shortage
 Fines
 Stowaways
 Other

In a nut shell, Third Party Liability insurance for the shipowner, operator or charterer.

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Role of the club

 manage claims
 act as central point of contact
 appoint experts, lawyers and correspondents
 24 hour emergency response
 pay claims and fees incurred
 advise on safety and loss prevention

Q. Classification Society

Ans. It 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.

Classification societies set technical rules based on experience and researches,

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 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
IACS- International Association of Classification Societies. Purpose of IACS is to
secure uniformity between the various classification societies.

Q. Underwriters and salvage Association ?

Ans. Its is group of salvage companies working under a underwriter or approved by

underwriter to protect the interests of those concerned. Earlier private Salvage
companies used to have monopoly & charge whatever they like for salvage operation.
Underwriters decided to its better to do the salvage operation themselves rather to
pay another Salvage company. Example: Liverpool & Glasgow Salvage Association
make in 1924

Q. Foul Anchor and Foul Cable

Ans.

Foul Anchor

The term used to describe the anchor when it has become caught on an underwater
obstruction. The flukes of the anchor often become fouled by an old hawser or cable,
obstructing its normal use.

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Foul Hawse

This term is used to describe the crossing of the anchor cables, when both cables are
being used at the same time, as with a running, standing or open moor, owing to the
uncontrolled swinging of the vessel when anchored with both anchors (moored).

Q. Markings on Anchor and Chain

Ans. Each anchor must carry on the crown and on the shank

 the maker’s name or initials,

 its progressive number, and
 its weight.
 the number of the certificate,
 letters indicating the certifying
authority.

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Q. Basics of Ship Construction.

Ans.

Concept Design

Basic requirements of Owner

Preliminary Design

Made by Naval Architect after considering all the requirements.

Contract Design

Made by shipyard after Contract is signed by owner and Shipyard.

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Q. Fundamentals of Ship Construction

Ans.

Ship Design

Drawing of Line Plans (Sheer Plan, Half Breadth Plan, Body Plan)

Approval of Plans

Filling of Plans (Table of Offsets, Mould Lofting)

Transfer of plans to plate

Plate Preparation (Issue, Grit Blasting, Priming)

Plates & Section (Marking, Cutting, etc)

Production of Assemblies & Sub Assemblies

Fabrication of Units

Erection and Welding

Launching

Sea Trials & Certification.

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Q. Duties of Ch mate as per STCW

Ans.

Tasks Duties & Responsibilities of Mate as per Table A-II/2

Function: Navigation at the management level

1. Plan a voyage and conduct navigation

2. Determine position and the accuracy of resultant position fix by any means
3. Determine and allow for compass errors
4. Coordinate search and rescue operations
5. Establish Watchkeeping arrangements and procedures
6. Maintain safe navigation through the use of information from navigation
equipment and systems to assist command decision making
7. Maintain the safety of navigation through the use of ECDIS and associated
navigation systems to assist command decision making
8. Forecast weather and oceanographic conditions
9. Respond to navigational emergencies
10. Manoeuvre and handle a ship in all conditions
11. Operate remote controls of propulsion plant and engineering systems and
Services

Function: Cargo handling and stowage at the management level

1. Plan and ensure safe loading, stowage, securing, care during the voyage and
unloading of cargoes
2. Assess reported defects and damage to cargo spaces, hatch covers and ballast
tanks and take appropriate action
3. Carriage of dangerous goods

Function: Controlling the operation of the ship and care for persons on board at the
management level

1. Control trim, stability and stress

2. Monitor and control compliance with legislative requirements and measures to
ensure safety of life at sea, security and the protection of the marine
environment
3. Maintain safety and security of the ship's crew and passengers and the
operational condition of life-saving, fire-fighting and other safety systems
4. Develop emergency and damage control plans and handle emergency situations
5. Use of leadership and managerial skill
6. Organize and manage the provision of medical care on board

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Q. Duties of Ch Mate as per ISM

Ans.

1. Implementation of SMS
2. Training of Crew w.r.t. SMS
3. Follow PMS
4. Follow Company Checklists & Procedures
5. Emergency preparedness
6. Reporting of any N/C to company via Master.

Q. Amendments to AOA

Ans.

Annual Leave Wages A

Terms of employment T

Mode of Repatriation M

Mode of Payment Machine

Work and Rest Hours Working

Q. Bunker MSDS

Ans. As per SOLAS Ch VI, Reg. 5-1 : Ships Carrying Oil Fuel shall be provided with
MSDS prior loading oil or Bunkering.

Q. SSAM

Ans. Ship Structure Access Manual

As per SOLAS Ch II-1, Reg. 3-6, A ship’s means of access to carry out Overall &
Close-up Inspection and thickness measurement shall be described in SSAM approved
by administration and updated copy shall be kept onboard.

SSAM shall include following of each spaces

1. Plans showing means of access to the space with appropriate dimensions

2. Plans showing means of access of each space to enable overall inspection
3. Plans showing means of access of each space to enable Close-up inspection
4. Instructions for rigging & Use of any portable means of access in safe manner.

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Q. GBS

Ans. Goal Based Standard - Adopted in 2010 SOLAS Ch II-1, Reg. 3-10

These are the High level of standards & procedures that are to be met through
regulations and standards of ships. It requires all Oil Tankers & Bulk Carriers more
than 150 m for which Building contract is placed on or after 1st July 2016, shall satisfy
structural requirements confirming to the GBS.

Verified by Class, which acts as R.O. for construction rules of tankers and bulk
carriers.

Q. Incinerator Banned Items

Ans. MARPOL Annex VI, Reg. 16

1. Residues of Cargoes of Annex I , II & III

2. PCB’s Polychlorinated Biphenyls
3. Refined petroleum products containing halogen compounds
4. Garbage (defined by Annex V), which contains traces of heavy metals.
5. Sludge oil not generated onboard ship’s
6. Exhaust gas cleaning system residues

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Capt. Nitin Nayar

Q. Statutory Certificates.

Ans.

Statutory certificates are required by law (Statute). Sailing a ship to the sea without
any of these certificates will be like breaking the law. Ship has to follow law of state
where it is registered, so all certificates under the international Conventions which
has been signed and ratified by that state will become Statutory Certificates for that
ship;

For example

 ILL – International Load Lines Cert.

 SMC – Safety Management Cert.
 Minimum Safe Manning Cert.
 DOC – Document of Compliance (ISM)
 Cargo ship –
 Safety Construction Cert. (Form C)
 Safety Radio Cert. (Form R)
 Safety Equipment Cert. (Form E)
 IOPP Cert. (Oil Pollution Prevention)
 IAPP Cert. (Air Pollution Prevention)
 ISPP Cert. (Sewage Pollution Prevention)
 ISSC (Ship Security Cert.)
 MLC Cert.
 Exemption Certificate.

Q. Which Indian Vessels are required to carry Official Log Book?

Ans.

The official log book which shall be kept by every Indian ship except a home-trade
ship of less than two hundred tons gross

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Q. Entries in Official Log Book and its retention period on-board

Ans. Retention period of OLB is

1. Every case in which the allowance of provisions is reduced, together with the
quantity, or quantities, of the article, or articles so reduced.

2. Every case in which a member of the crew is promoted to a higher grade of

service with the date of such promotion, the grade and the rate of wages which
the seaman is to receive.

3. In cases of illness, frequent entries (daily if possible) showing the progress and
treatment of patient.

4. Every case of drunkenness or misconduct on the part of any certificated Mate

or Engineer, whether the Master wishes the case to be investigated or not.

5. Every important accident or damage to ship or cargo.

More Detailed list of entries is given on page 34 of these supplementary notes.

Q. Chain Register Contents

Ans.

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Q. What is Article Of Agreement

Ans. Article of agreement is the legal document agreed and signed between owner
and or master or its agent and the seaman who is being employed by the owner.

As per MS act 1958, The master of every Indian ship except a home trade ship of less
than 200 GT, shall enter into a agreement with every seaman whom he engages, in,
and carries to sea as one of his crew. An agreement with the crew shall be in the
prescribed form and shall be signed by the owner or agent and the master before any
seaman signs the same.

The agreement with the crew shall contain the following particulars:-

1. The name, of the ship on board which the seaman undertakes to serve.
2. Either the nature and, as far as practicable, the duration of the intended
voyage, and the places or parts of the world, if any, to which the voyage or
engagement is not to extend.
3. The number and description of the crew of different categories in each
department.
4. The time at which each seaman is to be on board or begin work.
5. The capacity in which each seaman is to serve.
6. The amount of wages which each seaman is to receive.
7. A scale of provision which are to be furnished to each seaman.
8. A scale of warm clothing and a scale of extra provision to each seaman in
specified cold regions.
9. Any regulation as to conduct on board and as to fines or other lawful
punishments for misconduct which is sanctioned by central government and
agreed by parties.
10. Payment of compensation for personal injury or death caused by accident
arising out of and in course of employment.
11. Stipulations relating to such other matters as may be prescribed.

Article of agreement is necessary due to following reasons:-

1. Article of agreement is the legal document which states the employment of a

seaman legally.
2. Payment of wages will be as per article of agreement and it cannot be less than
the amount fixed by central government.
3. In case of any dispute between seaman and owner the article of agreement
becomes the legal document and the disputes are settled as per article of
agreement. It also states that the disputes will be solved as per which area or
place jurisdiction.

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Q. Role of DGS in AOA

Ans. Dg shipping is authority which lays down requirements regarding submission of

AOA to Shipping Master. AOA form is also revised from time to time as per needs of
changing shipping industry by DGS. These days AOA can be submitted online through
e-governance site of DG Shipping.

Q. Difference Between PSC Inspection and Class Inspection.

Ans.

Port State Control

This is a technical inspection focused on compliance with international maritime safety

and environmental rules for ships in port of a foreign country. In case of serious
observed deficiencies ships can be detained in a Port. Ship older than 10 years of age,
are submitted to an annual extended PSC inspection.The results of PSC inspections
are generally made public in international databases like: http://www.equasis.org/

Class Inspections

The work of the classification society is focused on the need to provide defined
standards to which a ship should firstly be built, and then maintained. Class
inspections / surveys / certificates are related to the technical condition and status on
board the vessel and may generally have yearly intervals.

Q. Powers of PSC inspector?

Ans.

To board any ship in the port for inspection purpose

To carry out inspection as per IMO Guidelines for Port State Control

To carry out detailed inspection if required in his opinion

To detain the unseaworthy ship.

Q. Validity of certificate of registry and procedure for issue of it ?

Ans. COR is valid throughout the ship’s lifetime, unless ship changes its flag or
change of owner. In Case of Change of Owner COR will be endorsed by Registrar
(Section 38)

As per MS Act 1958, Part V – Registration of Indian Ships

Procedure to Register the ship

1. Owner will Make Application for Registery as per section 26 of MS Act;

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2. Survey and measurements of ship will be carried out as described in Section 27
of MS Act;
3. Registrar will check for Markings of Ship as required by MS Act and these
markings should be Permanent;
4. Declaration to be made by Owner on Ownership on registery as required in
Section 29 of MS Act;
5. Evidence of First Registry to be produced by owner (Builder’s Certificate) as per
Section 30 of MS Act;
6. Entry of Particulars in Register Book as per Section 31of MS Act;
7. COR will be granted as mentioned in Section 34 of MS Act.

Q. Change of command , how will get certificate of registry endorsed ?

whom will u go to ?

Ans. Part V, Section 37 of MS Act

Endorsement on certificate of change of master.

Where the master of an Indian ship is changed, each ofthe following persons, that is
to say,-

(a) if the change is made in consequence of the removal of the master by a Marine
Board or by a court under thisact, the presiding officer of the Marine Board or of the
court, as the case may be;

(b) if the change occurs from any other cause,-

(i) in India, the registrar or any other officer authorised by the Central
Government in this behalf at the port wherethe change occurs and

(ii) outside India, the Indian consular officer at the port where the change
occurs;

shall endorse and sign on the certificate of registry a memorandum shall endorse and
sign on the certificate ofregistry a memorandum of the change; and any customs
collector at any port in India may refuse to permit anyperson to do any act there as
master of an Indian ship unless his name is inserted in or endorsed on hercertificate
of registry as her last appointed master.

Q. Explain occupational hazards as per ILO code.

Ans. Courtesy Sir Iesh Puri

ILO has identified various Occupational Hazards in The International Hazard

Datasheets on Occupations.Total of 40 Hazards have been identified in Occupational
Hazard Datasheets - Seaman, Merchant Marine – they mainly Fall under 5 categories:
Accident Hazards, Physical Hazards, Chemical Hazards, Biological Hazards and
Ergonomic, Psychosocial & Organizational Factors.

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Following are the Hazards identified by ILO:

Accident Hazards

1. Fall from ship into water

2. Fall from ship structures, esp. gangways and ladders, onto deck and into holds
3. Fall from gangway into water or onto pier while boarding the ship in port
4. Fall on deck or other surface, esp. in the following circumstances: inside
cramped ship quarters; while running in emergency situation; in stormy
weather; during sudden maneuvers of ship, etc.
5. Cave-in by cargo (esp. bulk cargo) while working in hold
6. Struck by falling objects (esp. during cargo handling and in stormy weather)
7. Striking against ship structures, esp. in the events listed above for the hazard
of fall on surface
8. Struck by moving objects, esp. mooring lines, hatches, hinged doors, cargo, or
(unintentionally) by other crew members
9. Caught and entangled in mooring lines, as well as between ship structures,
10. stationary items of cargo, moving items of cargo, or moving parts of
mechanisms
11. Overexertion while handling cargo, operating manually-driven ship
mechanisms, orperforming strenuous on-deck works (e.g., shoveling ice)
12. Burns caused by steam, engine exhaust, etc.
13. Severe cold injury caused by metal parts, while working on deck or on ship
14. structures in very cold weather
15. Electrical shock caused by contact with defective or faulty (esp. in stormy
weather or as a result of collision etc.) electrical equipment.
16. Acute poisoning caused by exposure (inhalation, eye contact, or other) to
hazardous cargo, cleaning or other solvents
17. Acute poisoning by spoiled or contaminated food and potable water, or by
marine organisms
18. Fires, esp. involving flammable cargo

Physical Hazards

19. Explosions of explosive cargo (incl. dusts and fumes in holds)

20. Explosions and implosions of pressure vessels and lines
21. Cuts, stabs and amputations caused by sharp parts of cargo, ship mechanisms,
22. mooring lines, ropes, chains, etc.
23. Physical hazards Exposure to UV radiation while working on deck under direct
sunlight
24. Exposure to microwave electromagnetic fields (MW EMF) emitted by ship radar
and communication equipment
25. Vibration (incessant, high frequency, small amplitude) of the whole body caused
by ship engines and transmitted by deck surfaces and other ship
structuresVibration-like motions (low frequency, large amplitude) of the whole
body caused by ship rolling and pitching, esp. in high seas, possibly resulting in
vestibulardisturbances
26. Exposure to excessive incessant noise caused by ship engines
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27. Exposure to extreme ambient environmental factors while working on deck:
cold, heat, high humidity, squall winds, torrent rains, etc.
28. Exposure to heat while working or resting in ship's inner quarters not equipped
with air conditioning

Chemical hazards

29. Exposure to chemical substances (cleaning solvents, detergents, fuel, welding

fumes, paints, pesticides, fumigants, etc.) routinely used aboard ship for
operation and maintenance purposes
30. Exposure to chemical substances carried by ship as cargo (e.g., petrochemicals,
LNG, acrylonitrile, butadiene, carbon tetrachloride, ethylene dibromide, etc.)

Biological hazards

31. Exposure to biologically active (incl. poisonous) substances carried by ship as

cargo (e.g., grain dust, raw wood products, cotton bales, bulk fruit or meat,
etc.)
32. Exposure to toxic marine living organisms while working on deck
33. Chronic poisoning and diseases caused by contaminated food and potable water
34. Risk of communicable diseases transmitted by pests, vermin, rodents, insects
and other animals that may infest the ship
35. Risk of communicable diseases transmitted by crewmembers or contracted
ashore: tuberculosis, sexually transmitted diseases (incl. AIDS, syphilis, etc.),
hepatitis A and B, respiratory infections, etc.

Ergonomic, psychosocial and organizational factors

36. Cumulative trauma disorders, esp. of upper extremities and back, caused by
handling of heavy loads and by continuous strenuous movements during routine
deck maintenance works, cargo loading and unloading, and alarm situations
37. Various factors of physical and psychological discomfort caused by crowded and
unstable living environment aboard ship, incl. lack of privacy, confined quarters,
inadequate (by the shore standards) amenities, exposure to nuisance noise and
smells, etc.
38. Psychological stress and personal problems caused by specific aspects of
seaman's work, such as: continuous exposure to seafaring dangers; prolonged
separation from family and from a stable social and cultural environment; sleep
and rest abnormalities due to standing watches, etc.
39. Problems of interpersonal relations (sometimes resulting in violence) with other
crewmembers, aggravated by such specific factors as: strict discipline aboard
ship; inability to avoid undesirable contacts; language and cultural differences
among multinational crews
40. Monotonic and boring character of duties (esp. aboard highly automated ships),
often resulting in loss of alertness Exposure to typical hazards of port districts
while leaving the ship at port: crime, alcohol, drugs, prostitution, etc.

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To handle these Hazards ILO has developed a “Code of Practice”-“Accident
prevention on board ship at sea and in port”in which all the Safety Measures and
precautions as per Occupational measures are explained

Q. Crew welfare as a ILO.

Ans.

Convention concerning Seafarers' Welfare at Sea and in Port

(Entry into force: 03 Oct 1990)

Defines the term welfare facilities and servicesmeans welfare,

cultural,recreational and information facilities and services.

Maritime Labour Convention, 2006 is a Landmark for Crew Welfare

On 20 August 2013 the Maritime Labour Convention entered into force; the final
stage of the ILO process that breathes life into a landmark maritime labour standard
directly affecting seafarers welfare.

The most obvious provisions affecting the work of the welfare providers are contained
in Regulation 4.4 dealing with access to shore-based welfare facilities, including the
promotion and development of such facilities and services in ports, the development
of port, regional and national welfare boards and the protection of seafarers in foreign
ports.

The mandatory provisions and the guidance set out in this regulation provide
significant assistance to welfare providers in encouraging governments and the
shipping community at large to participate in improving welfare standards worldwide.

But there are other provisions that are of equal importance. The MLC specifies a
mandatory complaints procedure available to seafarers and to other parties, including
local welfare providers, alleging that the working or living conditions on a particular
ship do not conform to Convention standards. If such a breach is proven, after a port
state inspection, the ship may be detained or delayed until the matter is rectified.

The MLC also sets out specific details of what the industry as a whole considers to be
acceptable labour and social standards and living conditions. Contents of crew
contracts, payment of wages, work and rest hours, rights to repatriation, medical
care, the provision of food and accommodation standards as well as numerous other
issues affecting seafarers living and working conditions are all set out in clear and
precise detail.

These must be applied by ships flying the flags of countries that have ratified the MLC
and may be used by welfare providers against ships flying other flags to demonstrate
what standards should be expected of all responsible ship operators.

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Q. Your ship is about to leave dry dock, how will u do ballasting? what will
u take into consideration.

Ans.

Most important thing is to be in same Stability Condition as when the ship arrived in
Drydock. Since ship is out of water and ballast pumps cannot take suction, so ballast
will supplied by Dock (practically fire hoses will be rigged from the dock into ship’s
ballast tank manholes or by removing vent heads). Ch.Off will keep good eye on tank
soundings by frequently checking them. Once required soundings are achieved in one
tank then hoses can be transferred to other tanks as required.

Q. Vessel develops a list on passage, causes ?

Ans. A listing vessel is stable and at equilibrium, but the distribution of weight
aboard (often caused by uneven loading or flooding) causes it to heel to one side.

But it could be the case of Angle of lol as well.

Q. What is angle of lol?

Ans.

Angle of loll is the state of a ship that is unstable when upright (i.e. has a negative
metacentric height) and therefore takes on an angle of heel to either port or
starboard. ... When this occurs, the vessel goes to neutral equilibrium, and the angle
of heel at which it happens is called angle of loll.

Although a vessel at angle of loll does display features of stable equilibrium, this is an
dangerous situation and rapid remedial action is required to prevent the vessel from
capsizing.

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Q. Action in case of Angle of lol.

Ans.

Make sure by calculations that vessel is at angle of lol

To correct this condition, it is necessary to remedy the basic cause that is “G” being
too high. The “G” may be lowered by reducing free surface effect in various tanks or
by trimming down weights or by blasting at a low level.

When ballasting, care should be taken to ballast centre tank of the small width to
reduce the FSC during blasting and if that is not available, a divided tank( Tank with
least FSM), commencing with the low side. When the tank is full, the high side tank
should be filled to even out the weight distribution.

If on the contrary the high side tank was blasted initially, as would've been done to
correct the list due to excessive weight on the low side, it would lead to a dangerous
consequences including capsizing. This could happen because, on adding weights on
the higher side, she would flop over to that side and heel further to dangerously large
angles on that side or even capsize.

Q. Certificates to be carried.

Ans.

Q. Preparation for dry dock.

Ans.

Q. ground tackle and when to use it ?

Ans. As explained It is mainly used in beaching process, it

Q. What type of a life boat will a conventional cargo ship have

Ans.

Some more questions from his sets most are covered in other’s sets

24. shipyard practice

25. cad/cam

26. aoa/cba

27. olb entries

28. duties of ch off as per ism and stcw

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29. drydocking

30. some question abt drill rotation

31. various plans

32. certificates to be carried

33. requisiton of paints

34. fire on board ( he wanted sm entries as per contingeny manual )

35. heavy weather pracautions

36. bunkering precaution as mate

37. REQUIREMENT OF OFF LOG BOOK AND ENTRIES. Msa 101

38. AOA AND WHAT ROLE OF SHIPPING MASTER IN AOA.

39. RUNNING AND STANDING MOOR, MEDITERRANEAN MOOR.

40. ANGLE OF LOLL CAUSES AND REMEDIAL ACTION WITH LOTS OF CROSS
QUESTIONING, HE WANTS TO CHK UR THOROUGH KNOWLEDGE IN THIS.

41. WHAT TYPE OF LOFEBOATS CARRIED IN PASS AND CARGO SHIPS.

42. CONDITION OF CLASS.

43. VALIDITY OF CERT OF REGISTRY WHAT WILL U DO IF COR IS LOST.

44. OCCUPATIONAL HAZARDS, COSWP GENERAL IDEA AND WHAT IT SAYS

REGARDING WORKING ALOFT.

45. ILO CONVENTION, PREPARATIONS FOR DRY DOCK.

46. chain register ,part of it and what all it content?

47. what is the annealing?

48. how often regular test for derrick are conducted as per chain register?

49. which ms act empower psc to conduct inspection of foreign vsl in port?

50. what is port state control?

51. What are the social responsibilities as per coswp?

52. explain the angle of Loll and how will u coreect the same?

53. standing and running moor explain with model i.e model ship which are the on
his table?

54. when will u use these mooring ?

55. what is the critical period ...explain?

56. what is the procedure to issue certificate of registry?

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57. action when COR lost?

58. endorsement of change of command on COR? procedure....

59. disciplinary action taken against crew, how will u enter detail in official log
book?

60. validity of certificate of registry?

61. validity of certificate of registry and procedure for issue of it?

62. How will you get change of command endorsed.

63. U have lost the certificate of registry (Indian Ship) and you r in foreign waters
what will you do.

64. What type of a life boat will a conventional cargo ship have.

65. Steps when someone commits an offence on board.

66. Preparation for dry dock.

67. Something on ILO convention

68. certificates reqd to be carried?

69. ground tackle and when to use it ?

70. running moor and y it is used ?

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Capt R. Poswal
He will ask you all previous remarks even from your first attempt. Prepare well for
Anchoring procedures and seaman ship. Good News for tankers guys need to worry
less others learn tanker stuff properly.

Q. What is THETIS

Ans. “The Hybrid European Targeting and Inspection System”, is a new information
system to be used to target ships and report inspection results.

This system introduces a new criterion: the Company Performance Criterion (to be
graded as Very Low, Low, Medium and High),

Based on Company’s Performance Ships under that company may have more
frequent and more thorough inspections.

Q. What is SEEMP

Ans. Ship Energy Efficiency Management Plan

It is an operational measure that establishes a mechanism to improve the energy

efficiency approach of a Shipping Company, to manage the ship’s and Fleet’s
efficiency performance over a period of time.

It is voluntary system

It includes Fuel Efficiency, Frequent Propeller Cleaning, Frequent Hull Cleaning and
improved voyage planning

Q. What is OHSAS

Ans. Occupational Health & Safety Assessment Series

It improves the existing OH&S Management System by helping in minimizing risks to

employees. It also aids in legal compliance by reducing potential accidents and
improves overall performance.

Most widely used Standard is ISO 18001

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Q. What is EMS?

Ans. Environmental Management System

It refers to management of Company’s Environmental Program in a, Planned,

Systematic, Comprehensive & Documented Manner

It includes Organizational Structure, Planning & Resources for Developing,

Implementing and Maintaining Company’s Environmental Protection Policy. Most
Widely used standard is ISO 14001

Q. Why EMS is required when there is MARPOL

Ans. ISM code says company should have a Environmental Protection Policy but
doesn’t say how to make one. EMS – ISO 14001 helps the company in Developing,
Implementing and Maintaining its Environmental Protection Policy.

Q. What is PSC and what is its purpose?

Ans. Port State Control, is the exercise of the right of a port State, when granting
permission to a foreign flagged ship to enter a port of the port State, to inspect the
vessel to ensure that it meets international safety, pollution and other requirements.

PSC inspection is internationally agreed regime for inspection of foreign ships in other
national ports, by PSC Inspectors. Main Purpose of PSC is to ensure that ship visiting
their ports are complying with International Conventions Such as SOLAS, MARPOL,
STCW and MLC.

Inspections can involve checking that vessel is manned and operated in compliance
with applicable international law, verifying the competency of ship’s Master and
officers and the condition of ship and its equipments.

Q. How many MOU’s are there, Name few

Ans. Total 9 MOU’s are there namely

Indian Ocean, Paris and Tokyo

Black Sea, Caribbean Sea and Mediterranean

Riyadh , Abuja and Acuredo ( Latin America)

Q. Is USA party of any MOU

Ans. NO, USA is not part of nay MOU, Coast Guard conducts inspections on the ship’s
visiting USA

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Q. Life Boat Equipments

Ans.

1. Smoke Signals – 2pc

2. Rocket Parachutes – 4pc
3. Hand Flares – 6pc
4. Life Saving Signals Copy

5. First Aid Kit

6. TPA
7. Anti Sea Sickness Tabs
8. Sea Sickness Bags

9. Ration 10,000 Kilojoules per person

10. Water 3 lits per person
11. Graduated Cup
12. Survival Manual

13. Sea Anchor

14. Painters
15. Hatchets

16. Search Light

17. Flash Light
18. Whistle

19. Heliograph (Day Signal Mirror)

20. Radar Reflector / SART
21. Rescue Quits

22. Jack Knife

23. Tin Openers
24. Fishing Tackle

25. Bailers
26. Boat hooks
27. Buckets

28. Oars
29. Compass
30. Dipper with lanyard

31. Tools for Engine

32. Extinguisher for oil fire

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Q. Life Raft Equipments

Ans. Almost same items as given for life boat but some changes are

1. Two Sea Anchors, one spare and other permanently attached and will get
deployed upon inflation.
2. Two Sponges
3. Buoyant Paddles (not Oars)
4. Non Folding Buoyant Knife (no Jack Knife)
5. Water only 1.5 lit per person
6. A pair of Scissors
7. Instructions for Immediate actions

Items that are not there in life raft but present in life boat.

 Boat Hooks
 Painters
 Hatchets
 Buckets
 Compass

Q. Life Boat PMS

Ans.

a) Weekly

Check condition of the lifeboat structure including fixed and loose equipment. Check
the boat inside and outside in order to ensure readiness for use, all gear in place,
plugs out but ready for use, air pressure for life support and engine supply at normal
reading, skates in place, all interior and exterior lights functioning.

Check engine and propulsion system, sprinkler and air supply system (where fitted),
manoeuvring, power supply and bailing system in satisfactory condition and
operation.

Lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their stowed
position, without any persons on board, to the extent necessary to demonstrate
satisfactory operation of launching appliances, if weather and sea conditions so allow.

b) Monthly

Check the rudder/ steering mechanism, check all cordage, check the Retro-reflective
tapes for proper adherence, check for any damage to the hull exterior or rusting of
metal fitting. Check all markings for signs of fading, check all seatbelts for integrity.
Take corrective action to remedy any deficiencies found in the above.

Lifeboats (except free-fall lifeboats) to be turned out from their stowed position
without any persons onboard.

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c) 3 Monthly*

Launch davit-launched and free-fall lifeboats.

Checks the plugs for leakage, check the water-spray system, check the painter
release system for ease in functioning.

Check the unload release system when releasing the boat also that the hydrostatic
interlock functions as required.

Clean the boat thoroughly. Remember to flush the water-spray system with fresh
water after use.

* For freefall boats, if launching is impracticable every 3 months, it may be lowered in

the water instead using the secondary means of launching, otherwise it must be at
least launched once every 6 months. If secondary means of launching is not fitted by
the manufacturer then the boat must be manned only by sufficient crew to operate
the boat.

d) Annually

During annual survey and after the annual winch brake test, lifeboat on-load release
gear is to be thoroughly examined for satisfactory condition and operation with empty
boat load by competent person^.

The following should be checked:

• Operation of devices for activation of release gear

• Excessive free play

• Hydrostatic interlock system, where fitted

• Cables for control and release

• Hook fastening

Check release gear prior to its operational test. Re-examine the release gear after its
operational and dynamic winch brake test.

e) 5 yearly

Lifeboat on-load release gear is to be operationally tested under 1.1 x maximum

rated load of the boat (lifeboat fully equipped and loaded) by competent person^ and
witnessed by Class Surveyor.

On-load release gear should be overhauled and examined for tolerance and design
requirements, defects and cracks

^ Competent person means the manufacturer or person certified by the manufacturer

or workshop approved by ship’s Flag Administration in accordance with
MSC.1/Circ.1277. The competent person is responsible for issuing a Fit for Purpose
statement upon completion of servicing.

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Q. How Liferaft Annual Service is carried out.

Ans. As per resolution A.761(18) and Manufacturer’s Service Mannual.

1. Inspection of container for damage

2. Inspection of Folded Liferaft & the interior of container for signs of Dampness
3. Gas Inflation test to be carried out every 5 years intervals
4. Working pressure test to be carried out by inflating raft with dry compressed air
5. While inflated, the liferaft should be inspected thoroughly inside and outside in
accordance with manufacturer’s instructions
6. Floors should be inflated and checked for broken reeds
7. The seams between Floor and Buoyancy tube should be checked for slippage or
edge lifting.
8. After deflation, arch roots should be checked as per manufacturer’s instructions
9. All items of the life raft should be checked to ensure that they are in good
condition and that dated items are replaced at the time of servicing in case
where the expiry date falls before next service date of the liferaft.
10. CO2 Cylinder should be checked for pressure & Weight.

Q. What is MLC all about

Ans. The Maritime Labour Convention 2006 (MLC) is an international agreement of

the International Labour Organisation (‘ILO’) which sets out seafarers’ rights to
decent conditions of work. It is sometimes called the seafarers’ Bill of Rights. It
applies to all seafarers, including those with jobs in hotel and other passenger
services on cruise ships and commercial yachts.

It is unique in that it aims both to achieve decent work for seafarers and to secure
economic interests through fair competition for quality ship owners.

The Convention is comprehensive and sets out, in one place, seafarers' rights to
decent working conditions. It covers almost every aspect of their work and life on
board including:

1. Minimum Age
2. Work and Rest Hours
3. Payment of Wages
4. Repatriation at end of contract
5. Paid Annual Leaves
6. Accommodation, Food and Catering
7. Employment agreements
8. Health & Safety protection and accident protection
9. Medical care (onboard)
10. Complaint Handling

Many Websites Portray Raunchy Private Areas Especially Hooters, Melons & Cones !!!

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Q. What are Work & rest Hours requirements as per MLC

Ans.

Minimum 10 hrs of rest in 24 hrs. Periods of Rest can be divided in two parts only,
with one of minimum of 6 hrs and not more than 14 hrs apart

Minimum 77 hrs of rest per week which can be reduced to 70 hrs, but not for more
than 2 consecutive weeks.

In Case of Emergency Violation of work and rest hours is allowed, provided seafarer is
compensated later on in terms of rest.

Q. List all Statutory Certificates found on tankers.

Ans.

 SEQ + Form E
 SRT + Form R
 SAFCON
 CSSC + Form C
 SMC (ISM)
 MLC (Don’t forget to mention this one.)
 IOPP + Form A & B
 ISPP
 IAPP
 Minimum Safe Manning Cert
 ISSC
 ILL + Exemption Cert
 International Tonnage Certificate
 Cert of Financial Security (CLC)
 IPPC - NLS (in case of Chemical Tankers)
 Cert of Fitness (in case of Chemical Tankers & Gas Tankers)

Q. Passenger Ship specific Certificates

Ans.

 Passenger ship safety certificate

 Passenger ship exemption Cert.
 Special Trade Passenger ship Cert.
 Special Trade Passenger ship Space Cert.

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Q. What are entries made in Official log book which are only made by ch.
mate (not Master / not second mate, only ch. mate)

Ans.

1. Freeboards, Drafts of Arrival Departure

2. Records of drills
3. Report of Character of Crew
4. Entry of Misconduct by crew, when Master asks to sign it.

Q. What is ISM code & What Certificates are required as per ISM

Ans. It is an international standard for the safe operation of ships and for pollution
prevention. Mandatory Code as per SOLAS Ch IX for all ships 500GT and more since
1st July 2002

The ISM Code requires that safeguards be established against the safety and pollution
risks involved in shipboard operations, while giving the flexibility to develop and tailor
a safety system to an owner’s/ship manager’s specific operation while complying with
regulatory requirements. Responsibility for this is placed firmly on the companies
charged with the ship’s management.

Certificates required under ISM code are

Document of Compliance – DOC and Interim DOC

Safety Management Certificate – SMC and Interim SMC

Q. Duties of mates as ISM

Ans.

1. Implementation of SMS
2. Training of Crew w.r.t. SMS
3. Follow PMS
4. Follow Company Checklists & Procedures
5. Emergency preparedness
6. Reporting of any N/C to company via Master.

Q. Explain DOC in detail.

Ans. It is requirement of Reg. 13 of Part B of ISM Code

 It is issued after auditing a company which complies with the provisions of ISM
code;
 Maximum validity of 5 years
 It mentions the type of ships a company can operate
 Annual verification is required
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 Whenever a new type of ship is added to company’s Fleet a Interim DOC is
issued which is valid for 12 monthly only
 Before 12 months Company has to get audited for its ISM Compliance and apply
for DOC
 A copy of DOC or Interim DOC is to be carried onboard.
 DOC can be withdrawn if Major N/C’s are observed or if annual verification is
not done.
 If DOC is withdrawn, SMC or Interim SMC are also withdrawn.

Q. What is AOA, why we need AOA?

Ans. AOA is Article of Agreement for employment of seafarers. It is tri-party

agreement between Seafarer, Ship owner and Shipping Master.

It is required because

1. It is legal document
2. Payment of wages will be as per AOA
3. Any dispute between seaman and owner will be settled as per AOA.

It contains following info:

1. Details of Ship
2. Details of Owner
3. Details of Employer (Manning Company)
4. Details of Seafarer
5. Details of Wages
6. Details of Certificates (Seaman’s COC etc)
7. Details of Ship Specific Endorsements
8. Signatures of Seafarer, Employer, Master of Ship, & Shipping Master
9. Contractual Clauses / Terms and Conditions of employment of Seafarer

It had Five Originals and 3 Xerox Copies.

1 for each, Seafarer, Master of Ship and Employer and Two for Shipping Master

Xerox copy for Employer, Provident Fund and Welfare Fund, one for each

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Q. Amendments to AOA

Ans.

Annual Leave Wages A

Terms of employment T

Mode of Repatriation M

Mode of Payment Machine

Work and Rest Hours Working

Q. COSWP Contents and who Publishes it.

Ans. UK – MCA publishes Code Of Safe Working Practices, 2015 is latest Edition.

Section 1 : Safety, Responsibility & Shipboard Management

Section 2 : Personal Health & Safety

Section 3 : Work Activities

Section 4 : Specialist Ships

Section 5 : Appendices

Q. What Info we get from Damage Stability Booklet

Ans.

1. General Particulars of Ship

2. General Notes
3. Assumed Extent of Damage
4. General Criteria for Satisfactory Stability after Damage
5. Position of Air Pipes & openings
6. Capacities and Center of Tanks
7. Examined Intact Loading Condition
8. Assumed Permeability of Flooded Spaces
9. Damaged Cases
10. Damaged Conditions

Q. What is MCTC and its formula

Ans. Moments to change Trim by 1 cm, it given by formula

MCTC = W x GM(L) ÷ 100 x LBP

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Q. Heavy Weather Precautions

Ans. He wants to hear from Fwd to aft in a systematic way

1. Check Anchor lashing, take extra lashing.

2. Secure Spurling pipe with cement.
3. All ventilators on forecastle deck shall be closed and secured.
4. Bobby hatch cleats to be closed tightly and secured.
5. Mooring ropes to be secured on drums with canvas around them
6. Extra ropes to be taken in side forepeak store
7. Secure everything inside forepeak store and paint store(if its Fwd)
8. Close and secure forepeak store weathertight door
9. Check cargo lashing and tighten as required.
10. Close all ventilators on deck and secure them
11. Hatch cleats should be checked and tightened.
12. Rig a life line on deck
13. Take extra lashing on accommodation ladder
14. Shift pilot ladders inside deck houses.
15. Check Cargo gears such as cranes derricks are parked and secured properly.
16. No Loose objects to be left on deck (such as wooden gratings)
17. Check all the Scuppers are open & Clear
18. Reduce Free Surface Effect by pressing up all the tanks
19. Take extra ballast if possible to reduce panting effect.
20. Check and Close all sounding pipes tightly
21. All items deck houses secured properly and doors closed and secured
22. Make sure all lashings of Life Saving appliances are tight and No Extra Lashing
taken.
23. Secure poop deck - all vents, extra ropes and booby hatch secured properly.
24. Close all weather tights door on weather deck and tell crew not to go on deck
without permission and informing bridge.
25. Call Engine room and tell them about expected weather and instruct them not
to use steering flat door as they are fond of using that door.
26. Check steering gear for oil level and other unusual sounds, run both motors,
sync Gyro repeater, test bridge - steering flat communication system and try
out manual steering.
27. Engage crew in some productive task like securing and cleaning accommodation
spaces
28. Instruct Chief Cook about expected weather and secure galley.
29. Secure all the portholes and deadlights
30. Rearrange watch schedules as extra lookout may be required during restricted
visibility and for hand steering.
31. Tryout both fwd and main mast ship’s Whistle
32. Check weather forecast and ascertain ship’s and storm’s position.
33. Consider re-routing if required.
34. Update ETA
35. Log down all the events.

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Q. List of entries in Oil Record Book Part-II as a mate?

A)

1. Loading of oil
2. Internal transfer of oil
3. Unloading of oil
4. Crude oil washing
5. Ballasting of Cargo tanks
6. Removal of Ballast from Cargo Tanks
7. Removal of water from Slop Tanks
8. Failure of ODMCS
9. Accidental discharge of oil
10. Disposal of residues

Q. Most important job to be carried out by chief mate prior arriving dry-
dock?

Ans. The most important job required to be carried out by chief mate is Considering
Stability aspect of vessel for the whole operation. There can be up to 4 stages for
which stability calculations is required. These stages are

1. Arrival Dry docking port

2. Pre-docking condition
3. Ship sitting on the blocks but dock not yet empty (also called wet condition by
dock master)
4. Ship on the blocks and dock empty (called Dry condition by docking master.)

Q. Angle of LOLL and Remedial Action

Ans. Angle of loll is the state of a ship that is unstable when upright (i.e. has a
negative metacentric height) and therefore takes on an angle of heel to either port or
starboard.

Remedial Action:
Reduce FSE press up all the tanks.
Take Ballast in centerline tanks which have
least moment of inertia.
If centerline tanks are not available then
ballast lower side tanks first and then their
counterparts on higher side.
If discharging cargo discharge from higher side
first.
Otherwise ship may flip over and capsize.

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Q. What information you will get from Docking Plan.

Ans. Docking plan shows following information

1. Side elevation of the vessel, showing Basic arrangement for Center Line Blocks
2. Position of Drain Plugs
3. Docking block area
4. Maximum Load per block
5. Maximum amount of liquid never to be exceeded.
6. Table of paint Area, Flat Bottom, Bottom to Boot Top and Boot top to Main deck
7. Position of Appendages, Echo sounder, Doppler log, etc.

Q. How to Calculate Residual GM

Ans.

P = Trim Caused x MCTC ÷ LCF

Virtual Loss = P x KM ÷ W

Residual GM = GM – FSC – Virtual Loss

Q. Dry-dock Preparation by chief mate

Ans. Say main preparation for Chief mate is to ensure that there is sufficient GM at
all times during dry-dock and tell him 4 stages you will carry out stability calculations
as described in previous question.

Q. How you will Range anchor cable in drydock draw diagram

Ans.

Something like (on next page) will do.

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Q. What checks are carried out by mate before flooding?

Ans.

1. Formal inspection of dock to be carried out;

2. Ensure all drain plugs are in place & secured (cemented);
3. Echo sounder & Doppler log transducers are free from any paint, grease or any
other covering;
4. Anodes are renewed and their covers are removed;
5. BT gratings are in position and secured;
6. Seachest gratings are in position and secured;
7. No Ship’s equipment left in dock;
8. All overboard drains are clear (they are plugged so that paint can dry)
9. Make sure paint is fully dried up.(anti-fouling paint)
10. Make sure with chief engineer that rudder, propeller and shaft jobs / inspections
are finished and all secured.
11. Check all crew onboard ship.
12. All ballast tanks free from any garbage/tools that could be left behind by dock
workers.
13. DB tank manholes are properly closed.
14. Take ballast in tanks to create same condition as it was when ship arrived in
dock.
15. Calculate the stability of ship and recheck.
16. Make sure mooring lines are rigged fwd and aft and shore gangways are
removed.
17. Confirm with Master before signing the Flooding certificate.

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Q. STCW Amendments

Ans.

1. Revised requirements for Work and Rest Hours.

2. New Drug & Alcohol abuse prevention requirements.
3. Updated Medical Fitness Standards
4. New Certification for Able Seaman
5. ECDIS Certification / Training requirements
6. Security Related Training / Certification requirements
7. Leadership / Teamwork training requirements
8. COC for Electro-technical Officer.
9. New training guidelines for Persons Serving in Polar Waters.
10. New training guidelines for Persons Serving on DP Vessels.

Q. What Info you will get in Ballast Water Management Plan?

Ans. In order to reduce Harmful effects of micro-organisms on marine environment

IMO adopted BWMP on 13th Feb 2004 and The BWM Convention will enter into force
on 8 September 2017.

The adoption of all the required Guidelines for the uniform implementation of the
BWM Convention and the approval and certification of modern ballast water treatment
technologies have removed the major barriers to the ratification of the instrument
and a number of additional countries have indicated their intention to accede to this
Convention in the near future.

The ballast water management plan includes the following:

 International rules and regulations for different port state controls all over the
world.

 Location of ports providing shore discharge facility of sediments and ballast

water.

 Duties of the personnel on board for carrying out ballast operation.

 Operational procedure along with the method to be used for ballasting.

 The locations at different coastal water for ballast exchange should be

mentioned in the plan.

 Sampling point and treatment method should be given in the ballast water
management plan.

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Q. What are Lines Plans

Ans. Line Plans are representation of ship’s 3D Shape on 2D sheet.

These are basically divided into three types:

1. Body Plans
2. Sheer Plans
3. Half-breadth Plans

Q. Enclosed Space Procedures where you will look

Ans. In ISGOTT and COSWP and Company’s SMS (he wants hear ISGOTT)

Q. GZ curve Draw and Explain

Ans.

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Q. How you Know anchor is brought up?

Ans. Keep observing the how cable is leading.

Initially it will be at long stay with full weight on it, then it will go to short stay and
finally will settle at medium stay, wait for some time and report “Anchor Brought up”

Q. Loading at Fujairah, oil tanker and a Tank overflows. Action

Ans.

1. Stop Cargo by using Emergency Shutdown Device (ESD) from manifold or as

agreed in ship shore checklist, and close manifold.
2. Raise general alarm
3. Open valve of some empty cargo oil tank to drain the oil into that tank.
4. Make sure scuppers are in place. Aim is to contain Oil onboard.
5. Use SOPEP Equipments and contain the oil.
6. Report to relevant authorities
7. Record the events in log book.

Q. What is Chain Register all about? Explain in brief.

Ans. A record of the particulars of test and examination of lifting appliances, loose
gear and heat treatment (annealing) should be entered and maintained in the register
of machinery, chains, wire ropes etc. called the Chain Register.

Q. Testing requirement and procedure for carrying out Proof load test of
Lifting Appliances?

Ans. Every crane and every other lifting appliance, together with its accessories,
other than a lifting appliance referred to in paragraph 1, should be tested with a proof
load which should exceed the safe working load as follows­

• SWL < 20 T, the proof load should exceed the SWL by at least 25 %.

• SWL 20 – 50 T, the proof load should exceed the SWL by at least 5 T.

• SWL > 50 T, the proof load should exceed the SWL by at least 10%.

The proof load should be hoisted and then swung as far as practicable first in one
direction and then in the other.

Where a crane with a jib which has a variable vertical operating radius is to be tested,
the test should be carried out by applying a proof load at both the maximum radius
and the minimum radius of the jib.

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Q. What are the specified intervals for regular thorough examinations?

Ans. Unless there is an 'examination scheme' specifying other intervals, thorough

examinations should be conducted every:

- 6 months, for lifting equipment and any associated accessories used to lift people

- 6 months, for all lifting accessories

- 12 months, for all other lifting equipment

Q. How will you identify at what speed anchor is dragging? (At fast speed
or slow speed)

Ans. From the forecastle look at the cable, if the cable remains continuously at long
stay & seems to be vibrating, it means anchor is dragging at fast speed.

If the stay becomes long & followed by a Jerk on the cable & short stay alternatively,
it means anchor is dragging slowly.

Q. How will you know Anchor is dragging?

Ans.

1. Range and bearing of Fixed objects will change appreciably.

2. Vessel moving out of Swinging Circle.
3. Fixed COG in one direction (mostly in Aft) with Considerable SOG.
4. Radar Trails & vectors and ECDIS may help is finding out.
5. From Forecastle: Chain leading Fwd and long stay and suddenly becoming short
stay and this cycle continues.
6. Chain remains continuously at long stay and seems vibrating with full tension
on it. At this time vessel would have gained considerable sternway.

Q. What was Mooring Pattern of your last ship?

Ans. Basically he wants to know which line to give first and purpose of each line

I told him it depends on Master and pilot but most of the time we gave spring lines
first, then head & stern lines and at last breast lines.

Spring line : Controls the ship’s Fwd – Aft Movement. (Surge)

Head & Stern lines : Controls the bow and stern swinging out. (Yaw)

Breast lines : Controls the ship moving away from berth. (Sway)

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Q. Pilot Ladder, what is so special in that why now use draft ladder.

Ans.

Because draft ladder is mostly used in port when there is very less chances of ship
rolling, whereas Pilot ladder is used mostly out at open sea when ship is having
considerable roll motion and other motions as well.

Pilot ladder has spreaders in it which is at least 180 cm long and helps in preventing
the ladder from twisting.

Q. How and when to rig a combination ladder? (asked me to draw)

Ans. When Freeboard is more than 9 mtrs

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Q. How is Screening if Navigation list is done?

Ans.

It is carried out by installing Screens of desired length to control the Horizontal sector
for the Navigation lights. Additionally as chief mate I will keep panting these screens
with Matt Black paint to reduce any reflection which may interfere in achieving
horizontal sector required by ColRegs.

Q. Classification Society

Ans. It 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.

Classification societies set technical rules based on experience and researches,

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 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
IACS- International Association of Classification Societies. Purpose of IACS is to
secure uniformity between the various classification societies.

Q. Quarterly Listing

Ans.

Quarterly listing for the merchant vessel issued by it classification society is a

document consist of information such as vessel's name, IMO No., details for
Registered Owner and operator, status of statutory surveys records and class survey
records along with the window and due dates. Class notations along with information
such as year ship built etc are also given. Where owner's opted for CMS (Continuous
Machinery Surveys) are also listed along with the date last inspection done.

One of the most important part of document is where pending condition of

class/outstanding recommendation are written along with their due date. Documents
also has notes which are set up by class due to forthcoming new regulations along
with their due date/observation not very serious in opinion of class surveyor but need
attention during the major surveys (e.g. Dry docking)

Traditionally the documents were issued / printed on quarterly basis and sent to
owners/operator in hard copy and hence called as Quarterly List. Nowadays the
document can be downloaded on a real time basis from the class website using the
operator's login.

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Capt. K R Sundaram
He will keep you waiting till evening, be prepared for that and don’t get frustrated
otherwise you will ruin your day. Expect to be called in anytime but he may keep you
waiting till 16:30 and your Oral may last up to 1830. Generally his passing %age
increases in Evening, so stay excited.

He needs short and precise answers unless you tell him what he wants he won’t move
on to next question, may fail you also. Do not presume that Capt Poswal has taken
your Fun3 and he won’t ask you much. If called in along with some other guy do not
be competitive. For Fun 3, Danton and Load Lines are his favorite.

Q. Lug and Lug-less Shackles

Ans.

The Kenter Lugless Joining Shackle, manufactured in nickel steel, is the most popular
method of joining shackle lengths of the anchor cable together. The shackle has four
main parts, as shown in Figure 2.6.The two main halves interlock with the stud
forming the middle of the link. All parts are held together with a tapered spile pin.
This spile pin is made of mild steel and is driven into the shackle on the diagonal. A
lead pellet is then forced into the inverted dovetail recess to prevent the pin from
accidentally falling from the shackle.

The manufacture of the shackle in nickel steel prevents corrosion and the parts
becoming frozen together. It allows the shackle to be ‘broken’ with relative ease when
either the cable is to be end-for-ended or shackles are to be tested. When breaking
the shackle, remove the spile pin by using a punch and drift (Figure 2.6). If the lead
pellet has not been prised out first, be careful that it is not forced out by the
percussion effect of the drift driving the spile pin, for it may emerge with considerable
force. A back stop should be provided to prevent persons being injured by the lead
pellet being expelled from the recess.

Once the spile pin is removed, the stud can be extracted; the two halves of the
shackle can then be separated by means of a top swage obtained from the
manufacturer. When the shackle is reassembled, care must be taken to ream out the
dovetail recess, so that no residual lead is left inside. Should this not be done, then
the next lead pellet inserted will not spread out and obtain a grip inside the recess.

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The construction of the Kenter shackle is such that it is larger than the common links
but not by so much that it will not fit into the snug of the gypsy of the windlass or
cable holder. However, care should be taken that it does not lie flat on the gypsy and
cause jamming.

The main advantage of this type of joining shackle is that open end links are not
required, as with the ‘D’ lugged joining shackle. In addition, all shackle lengths are
the same, which ensures smoother working in the snugs of the gypsy. The shape of
the Kenter lends itself to cable working, especially around and over the bow, and the
tendency for it to catch is comparatively rare. As with other accessories, these
shackles are tested, but because of their type of manufacture in nickel steel, they are
not heat-treated.

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‘D’ LUGGED JOINING SHACKLE

The ‘D’ lugged joining shackle is used extensively for joining the cable to the anchor
in more modern vessels. In the past this type of shackle was used, as the Kenter
lugless joining shackle is used today, in the joining of the shackle lengths of cable
together. If it is to be used for this purpose, the rounded crown part of the shackle
should always face forward, so that it does not foul the anchor when letting go.

It should be noted that the anchor crown shackle and the ‘D’ joining shackle face the
opposite way to all other ‘D’ joining shackles in the cable. The mariner should be
aware that the anchor, together with the initial joining shackle, is walked out of the
hawse pipe prior to letting go (except in some cases of emergency). Consequently,
the anchor crown shackle would not foul, but should other joining shackles be facing
in this manner, there would be a distinct possibility of the lugs of the shackle catching
on a snag in the letting-go operation.

When using these types of shackle between cable length, each cable length must
have an open link at the ends. This is necessary to allow the passage of the lugs
through the cable.

The construction of the ‘D’ lugged joining shackle is illustrated in Figure 2.7, where it
may be seen that the bolt, generally oval in shape, is passed through the lugs and
across the jaw of the shackle. A tapered spile pin of steel, brass or wood holds the
bolt in position, a lead pellet being hammered home into a dovetail recess chamber to
keep the spile pin from accidently being expelled. The spile pin should be tapered to a
ratio of 1:16, and wooden pins are made of ash or solid bamboo. When breaking the
‘D’ joining shackle, the bolt will be hammered from the unlipped end, causing the
wooden spile pin to shear.

Should the spile pin be made of steel, then this must be expelled by using a punch
and drift in a similar manner to that described for the Kenter shackle. The steel pin is
generally found in the ‘D’ shackle joining the anchor cable to the anchor. When
assembling these shackles, it is customary to give the bolt a smear of tallow to allow
easy ‘breaking’ at a later date. Should the shackle become jammed and difficult to
break, then it can be heated about the lugs. This will cause the lugs to expand,
allowing the withdrawal of the bolt.

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Q. Wire Rope Construction

Ans. Construction of SWR

The individual wires are twisted into strands about a fibre core or a steel core, or
even laid up without any form of centre heart. These strands are in turn laid up about
a fibre or steel heart, or just laid up together without any centre core. The direction of
laying up the wires and laying up the strands is critical. If the wires are laid in the
same direction as the strands, then the hawser is said to be a ‘flat strand hawser’,
whereas if the wires are laid up in the opposite direction to that of strands, then the
wire is said to be a ‘cross-laid hawser’.

Lang’s Lay

This construction is one where the outer layer of wires in a strand is the same
direction as the lay of the strands of the rope. Like ordinary lay, Lang’s lay is
generally found as a right-handed laid rope, but may be manufactured as a left-
handed as well. It offers a greater wearing surface and can be expected to last longer
than an ordinary laid rope, especially when used in work where resistance to wear is
important. However, a rope of Lang’s lay construction has a low resistance to
unlaying, and it is usually restricted to applications where both ends of the wire are
secured against rotation.

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Q. What do you mean by 6 x 37 in case of Wire Rope.

Ans. 6 means number of Strands and 37 means number of wires in each Stand.

Q. How will you order a Wire Rope.

Ans. For ordering a wire rope following info is required.

1. Length
2. Diameter
3. Number of strands
4. Number of wires per strand
5. SWL & Breaking Strength
6. Type of Lay (Right/Left, Regular / Lang’s)
7. Type of core (Fiber, WSC, IWRC)
8. Material (Galvanized steel, Ungalvanized or Stainless Steel)
9. Load Test Certificate.

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Q. When will you discard a Wire Rope.

Ans.

If 10% of a Strand is damaged in (8 x dia) Length of the Wire rope are damaged,
then it should be discarded.

Q. Can Wire Rope be used for mooring

Ans. Yes, but with mooring tail connected with Mandal Shackle

Q. Anchoring in 100 meters how will you anchor and when will you put it
on break.

Ans.

I will walk back anchor until it touches the seabed, in case it could be walked backed
until 4th Shackle on deck using winch power. (1 Shackle = 27.4 meters). Then I will
put break and disengage the gear. Remaining scope shall be paid out by control of
break only.

Q. On the basis of which certificate harmonization is carried out?

Ans. International Load Line Certificate.

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Q. Why there are different load line zones around the world.

Ans.

Area where probability of Tropical revolving Storm is:

1% or less is assigned Tropical Zone

1-10 % is assigned Summer Zone

More than 10% is assigned Winter Zone. As given in Load Line Convention Annex 2

More freeboard in winter load line acts as safety margin against rough weather.

Q. Why there is 57.3 value given in the GZ Curve.

Ans.

For small values GZ=GM Sinθ,

So GM can be determined from slope of the graph at small angle.

Thus with θ=1, slope will be coincidental if projected for angle of 57.3.

Radian is also calculated same way, therefore both values are same

1 Radian = 57.2958 degrees

Q. What is annealing ?

Ans. Annealing is a process by which the properties of steel are enhanced to increase
its ductility and reduce its hardness, making it more workable. Annealing is a process
of heating the steel slightly above the critical temperature of steel (723 degrees
Centigrade) and allowing it to cool down very slowly. This removes internal stresses
of the material.

Q. Who can make entries in Chain Register?

Ans. As per him only Competent Person can make entries.

Q. Type of Ships as per Load Lines Convention.

Ans. Type A Ships that carry Liquid Cargo. And Type B ships which are not Type A.

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Q. Items to be checked under SAFCON survey?

Ans. As per Checklist given on mmd.gov.in website

Q. When you will need to use a ground tackle?

Ans. I just told him that it will be used to re-float a beached or stranded vessel.

Q. As per MSA, Official Log Book is required for which ships (w.r.t GRT)?

Ans. All ships except Home Trade Ship of less than 200 GT

Q. 15 ppm alarm is not working PSC onboard what will happen.

Ans. It’s a ground for detention, ship can be detained.

Q. 4th engineer unable to demonstrate 15 ppm alarm, which PSC code

Ans. Code 17 – get 4th engineer familiarized and let him demonstrate in front of PSC
inspector.

Q. Various plans found on ship

Ans.

1. G A Plan
2. Capacity Plan
3. Shell Expansion Plan
4. Docking Plan
5. LSA Plan
6. FFA Plan
7. Tank Arrangement Plan
8. Rigging Plan

Q. Deep Sea line and Hand lead line

Ans.

Hand lead line weight 14 pounds length 25 fathoms

Deep Sea Lead line weight 28 pounds length 100 fathoms or more

Use of deep sea line has reduced since Echo Sounder came into picture.

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Q. Dry Dock 4 days only, Which jobs you will carry out.

Ans.

1. Bottom / Hull Survey and Hull cleaning

2. Inspection of Rudder and Propeller
3. Inspection of Anchor cable and Chain locker
4. Inspection of Stern tube and Transducers
5. Anodes replacement
6. Main Engine maintenance
7. Boiler maintenance
8. Overboard valves inspection
9. Load Tests as required for certification
10. Class inspections for ESP, CAP & CMS

Q. List security equipments found onboard.

Ans.

1. Hand held metal detector

2. Dog Leg mirrors
3. Security tags
4. Night vision binoculars
5. Flash lights and whistles
6. Satellite phone
7. Barbed wire
8. Walkie talkies
9. SSAS
10. AIS & LRIT

Q. Vessel Dragging Anchor Which Flag you will display.

Ans. Flag “Y” Morse code: Daaa-Did-Daaa-Daaa

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Q. Stranding, Beaching, Grounding Difference?

Ans. Stranding and Beaching both are types of groundings.

Beaching is intentional grounding done to save the ship from immediate danger or to
Scrap the ship or for Repairs.

Stranding is when vessel runs aground accidently.

Q. Gangway Markings, Load test and Certificate.

Ans. Maximum operational load test should be carried out by applying uniform load
as far as possible throughout the length of ladder and at angle of inclination
corresponding to maximum bending moments on it. Upon completion load test
certificate will be issued by class after witnessing the test.

Markings on gangway: at each end either on a plate or on the first step following
should be marked.

1. Maximum number of persons allowed

2. Maximum Design load
3. Maximum operational Load allowed if it is less than Design load.
4. Maximum angle of inclination.

Sometimes angle of inclination indicator is provided otherwise some other means to

know how much max limit it can be lowered.

Q. PSC Codes name few

Ans. Following PSC codes are mainly used:

10 = deficiency rectified

15 = to be rectified at next port of call

16 = to be rectified within 14 days

17 = Master instructed to rectify deficiency before departure

18 = rectify non-conformity within 3 months

19 = rectify major non-conformity before departure

30 = Grounds for detention

40 = next port informed

50 = Flag state /consul informed

70 = Classification society informed

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Q. Port State inspection vs Flag State Inspection

Ans.

When a Singapore flagged vessel gets inspected by MMD Surveyor in Indian Port it is
Port State Inspection.

When Indian flagged vessel gets inspected by MMD Surveyor in Indian Port, it is
known as Flag State Inspection.

Port State inspection findings are made public

Flag State inspection findings are only kept between Owner and Flag state or if RO is
involved.

Note: Flag State Inspection can also be carried out by RO in some other Country.

Q. Where will you find minimum allowed thickness of Shell plate.

Ans. Shell Expansion Plan

Q. What was Thickness of shell plate of your last ship

Ans. 15 – 22 mm

Q. Where will you find minimum allowed thickness of Bulkhead.

Ans. Tables are provided by class for minimum thickness to Shipyard, those could be
used for reference purpose

Q. Emergency Fire Pump not working which Code?

Ans. Code 30 – Grounds for detention.

Q. L/B Engine not starting which PSC Code?

Ans. Code 30 – Grounds for detention.

Q. Which provision gives PSC powers to inspect Foreign vessel in Indian

ports.

Ans. Section 342 of MS Act, 1958

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Q. Which Items you will check in IOPP Survey.

Ans. All items of Checklist given on mmd.gov.in

Q. Mooring Rope parted while berthing, what will you do?

Ans. It depends on how critical was that rope.

If you do not have time make a temporary eye with bowline and use that rope. And
later on after coming alongside change that rope.

If you have time change that rope from end to end and use it.

He wants to hear end to end.

Q. Can you use manila rope for mooring ?

Ans. Main feature of mooring rope is its elasticity and strength. Manila rope does not
have sufficient strength and it swells after is becomes wet. Manila rope does not have
elasticity similar to that of Nylon / Polypropylene Rope.

Q. When will you know anchor is brought up.

Ans.

A vessel is said to be brought up when her way has stopped and she is riding to her
anchor, with the anchor holding. The terms ‘come to’ and ‘got her cable’ are
sometimes used to mean the same thing. The officer in charge of an anchor party will
know when the vessel is brought up, by the cable rising up from the surface towards
the hawse pipe when the brake is holding it. The vessel should then move towards
the anchor, causing the cable to drop back and make a catenary (Figure 2.19).

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Q. Mother of all Certificates?

Ans. Load Lines Certificate

Q. How will you test Hatch Covers weather tightness prior load line
survey?

Ans. It could be done by Four ways

1. Chalk Test

2. Light Test

3. Hose Test

4. Ultra sonic Test.

Q. During Hose test you found Hatch cover is not weather tight in one
corner what action you will take.

Ans.

 Check the cleats are properly tight.

 Check the condition of Rubber, if there is permanent depression on surface or it
has become too hard to compress.
 Check for Compression Bar condition, there should be no paint or foreign
material stuck on it.
 Change the defective part and perform Hose test again not only in that
particular corner but also all around once again.

Q. Which is more effective Wind or Current

Ans. It depends upon

 Draft of ship
 Windage Area of ship
 And on their individual strength and relative direction.

Q. For a ship in dry dock is there Meta-center present?

Ans. No Meta-center for ship out of water.

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Q. Which Dry dock you will prefer, Graving or Floating?

Ans. If vessel can meet required trim and draft I will prefer Graving dry dock
because there is less Stability (only ship’s Critical Period & Instant) issues to worry
about where as in Floating ship’s stability as well as Stability of composite unit (Ship
+ Float Dock) needs to be taken into consideration.

If vessel is damaged or adversely trimmed then I will prefer Floating dry dock,
because floating dry dock can change its trim as per vessels requirements.

Q. Life boat hanging from one end how will you recover it.

Ans. Use Fall Prevention Device (FPD) to avoid such situation

Still if it happens then use Chain Block & sling of appropriate SWL. Put Chain Block in
eye on Davit and other end (using D shackle) on Eye near life boat hook. Using chain
block bring life boat in position to attach block into lifeboat hook. And later use winch
along with chain Block to bring back the lifeboat.

(I don’t know it is practically possible but looks like he wants to check your confidence
in this question)

Q. Why Naval ship toppled off during dry dock in Mumbai (it was in news
so it was a hot question for few days)

Ans. It was being retrofitted with new equipments and there was a lot of changes
made which changed the Stability of vessel. Those changes were not taken into
account and ship’s stability was not sufficient when dock was being flooded.

Q. How will you clear a Foul Anchor

Ans. From Danton

If the anchor is wedged in an underwater obstruction and cannot be weighed the

vessel should be moved very slowly ahead, veering cable until it grows well astern.
When the vessel is brought up and the cable is taut the engines are worked ahead
very gently to see if the anchor will break out. The vessel can then slowly be steamed
round in a circle with the cable taut (turning towards the anchor of course), to try to
rotate the anchor and break it out by constant movement. If this fails, together with
an attempt under sternway with the cable growing forward, then the cable must be
slipped from the deck, buoying the end, and the anchor later recovered by divers.

If the anchor has fouled a cable, wire, or other similar underwater obstruction the
anchor and fouling is hove well up to the hawse pipe. A strong fibre rope, such as a
manila mooring line in the case of a heavy submarine cable, is passed round the
obstruction and both ends are hove taut and made well fast on deck. In the case of
an unimportant obstruction a wire rope can be used, but a fibre rope must be used in

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cases where the obstruction may be a telegraph cable or one carrying high-tension
current. When the line is hove taut the anchor is walked back clear of the obstruction
and then hove home into the pipe. Provided the hanger is secured at the forecastle
deck in a region of maximum flare, the fouling will swing clear when the anchor is
walked back. The hanger is then slipped from the deck to release the fouling.

If the obstruction is still partially lying on the sea-bed and offering resistance to the
hanger, so that it does not swing to the flare of the bow, the ship should be gently
sheered away so that the point of suspension of the fouling comes directly under the
deck edge. The anchor can then be hove home.

On rare occasions it may happen that when the anchor is weighed it emerges from
the water upside-down with the cable half-turned around the shank, close to the
head. When this occurs the anchor must be hung off from the forecastle deck by
means of a strong wire rope passed round the anchor head. When the wire is secure
the cable may be veered until the half-turn slides down and clear of the shank. The
cable is then slowly hove-in until it takes the weight of the anchor, when the wire
may be cast off. If an anchor is stuck in its hawse pipe, it might be freed by securing
it to the other anchor which is then lowered.

Q. Your Vessel Dragging Anchor Action

Ans. From Danton

Generally speaking, once an anchor starts to drag, the vessel gathers sternway, and
this may become excessive. Prompt action is necessary. However, there are
exceptions, and a vessel riding out a gale has been known to drag slowly and steadily
for some days at roughly a mile per day. If the wind rises, extra cable should be laid
out to ensure a bight lying on the sea-bed under conditions of yaw and pitch. Pitching
can be partially prevented by trimming the ship by the head.

Yawing is likely to start the anchor dragging, and one of three actions is advisable:

(1) Let go the second anchor underfoot at the centre of yaw. This is an excellent plan
if the brake is held just slackly. If the first anchor starts to drag the second will bite
and its cable will render itself. The noise of this gives warning of dragging, and the
second cable is veered without delay. This is sometimes done by seamen as a regular
practice, whether or not the weather is bad.

(2) Let go the second anchor at the extremity of yaw and veer both cables so that the
ship rides comparatively quietly to her two anchors.

(3) Steam up to the first anchor, sheer away, and let go the second anchor. The first
cable is hove in while approaching its anchor. Both cables are then veered so that the
vessel rides quietly with an anchor fine on each bow.

If a hurricane is approaching, the vessel should leave harbour if other vessels are
anchored close by, if the holding ground is other than excellent, or if the harbour is
unsheltered. Departure should be made well before the storm arrives, otherwise the

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vessel may be caught outside with too little sea-room and drive ashore. If remaining
in harbour, action (3) above should be taken and cables veered well away.

Once a vessel begins to drag, more cable should be veered. It should not be surged
out slackly, otherwise the cable may part as the vessel brings-to. By veering it, the
vessel may be brought up gently. The second anchor should be let go in good time,
otherwise it may be found that so much cable has been veered on the first anchor
(say 8 out of 11 shackles), that very little can be veered on the second (in this case
only 2 to 3 shackles). Engines should be used to relieve stresses. If there is room it
may be better to heave up and seek better holding ground.

Q. Open Moor how will you do it.

Ans.

When a vessel is anchored with both anchors leading ahead, she is said to be on open
moor. Supposing a vessel is lying to a single anchor dead ahead and with a stress in
her cable of T tonnes (tons). If she had two anchors leading dead ahead the stress in
each would be 1/2T tonnes (tons). When the angle between the cables becomes 120
degrees, i.e. with each anchor about 5 1/2 points on the bow, the stress in each cable
becomes T tonnes (tons). This value increases to 2T and 3T as the angle becomes
150 degrees and 160 degrees respectively.

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COMING TO OPEN MOOR

Fig. 2.2 shows the successive stages of this manoeuvre. The vessel is headed into the
anchorage with the wind or current on one bow in order to assist counteraction of lee
drift. The weather anchor (or upstream anchor) is let go on the run (1), and headway
continued for roughly one-third of the final length of cable.

The second anchor is let go and the first one snubbed at the gypsy. As the vessel
brings-to on her weather cable, it gradually grows taut to windward, snubbing the
bows round (2).

If the engines are then worked ahead, using weather helm, so as to keep the cables
taut (the second cable is checked soon after the anchor is let go) the bows will
develop a rapid swing into the stream or wind.

By keeping a little ahead of her anchors (3), so that both cables grow slightly aft, the
manoeuvre is hastened.

When heading into the wind or stream, both cables are veered (the second one only,
for a short while) and the vessel brings-to in position (4). The reason for veering the
second one by itself while dropping back initially is to middle the ship between her
anchors. By laying out one-third of the length between the anchors, each finally lies a
point on the bow.

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Mooring is usually taken to mean securing the ship with two anchors, one ahead and
one lying astern—a cable each way, as it was once called. The upwind or upstream
anchor is known as the riding anchor and cable, the other being called the sleeping or
lee anchor and cable (Fig. 2.3).

The advantages of mooring are:

(1) The vessel occupies little swinging room, turning almost in her own length about
her stem.

(2) The scopes can be pre-adjusted for the prevailing strength of wind or stream. The
scope of each cable is estimated in the same way as that for a single anchor

The disadvantages are:

(1) The second, or lee, anchor lies astern and is of no value to the ship if a headwind
increases or if the vessel begins to drag. In the latter event, if possible, it is better to
drag the anchor down until the lee anchor is reached (heaving in the lee cable while
dragging). The two cables can then be veered together. If cable is veered on the
riding anchor initially and the vessel continues to drag, by the time the lee anchor is
reached there may be so much cable out on the riding anchor that the other cable can
be veered only a shackle or two.

(2) There is a risk of getting a foul hawse. To avoid this, the vessel must always be
swung within the same arc at each consecutive tidal change (Fig. 2.3).

(3) Due to the fact that one cable leads aft, the vessel must be dropped down to it
when leaving the anchorage, weigh it, and then heave herself back to the riding
anchor. At 4–5 minutes per shackle, this will take a considerable time. At open moor,
provided the anchors are close together, both cables can be hove simultaneously.

(4) In a beam wind the vessel will turn and lie at open hawse across the line of her
anchors, creating a tight span. Both cables must be veered smartly, the vessel then
riding to open moor.

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Q. What is Foul Howse how to avoid it?

Ans.

This occurs when the cables become entwined. In Fig. 2.4 it is apparent that from
position (1) the ship should be swung within the arc lying on the line of her anchors
nearest the bottom of the page. This will result in clear hawse. If, however, she
swings to (2) within the fouling arc she develops a cross in her cables. Another swing
anti-clockwise to (3) results in an elbow, and a third similar swing produces a cross
and an elbow, (4).

To avoid this, the vessel at (1) should have been given a broad sheer to starboard
just before slack water so that the new stream catches her starboard quarter,
swinging her within the clear arc. However, during calms or windy conditions at slack
water this sheer may be cancelled and an adverse one develop. Engines will then
have to be used as the new stream commences to run, in order to restore the correct
sheer.

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Q. How will you Clear Foul Howse

Ans.

The object of this operation is to remove the foul turns in the two anchor cables
caused by the vessel turning with the tide change continually in the same direction
(Figure 18.17). It is a lengthy operation and should be started as soon as the vessel
has swung and is riding at her new position; this will provide a six-hour interval
before the tide turns again and the vessel assumes another position. To this end all
preparatory work should be carried out before the vessel swings.

Position of the Lashing

Although in the following procedure it is said that the cables should be hove up to
bring the foul turns above the water, and the lashing should be placed about the two
cables below the turns, the mariner should be aware that there is a case to be made
for securing the lashing above the turns.

Should there be any doubt that the tidal stream may catch the vessel and cause her
to swing during the operation, then her sleeping cable could well become the riding
cable. If this occurred and the lashing was secured below the turns, then the full
weight of the vessel at anchor would come on to the fibre lashing, a highly
undesirable condition.

The lashing itself should be a natural fibre lashing, as it will cut easily, rather than a
synthetic rope, which may cause the blade to slip on its surface. If a knife and
manhelp are not to be used to cut the cables adrift, then soak the lashing in petrol or
other flammable liquid and burn the lashing adrift. This procedure may be assisted by
heaving on both cables to break the lashing, as it becomes weaker. A manhelper is a
long wood pole, usually of bamboo. Paint brushes, metal wood scrapers, knives, etc.,
are often secured to the end of the pole for the purpose of extending the handle of
the implement.

Securing is achieved by fitting the tool/implement to the pole by using two jubilee
clips. This lashing, depending on its position, may be secured from either a boat or by
a man in a bosun’s chair. Should the latter be used, extra care should be taken to see
that the man is removed from the chair before the cables splay apart.

Preferred options to breaking cable would include:

(i) For twin screw vessels steam around cable in opposition to turns.

(ii) Employ service of a tug to push the vessel around the foul.

(iii) Hire a motorised barge. Break cable and lower cable end into barge. Drive barge
in opposition around the riding cable. Once foul is clear re-connect cable.

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Clearing a Foul Hawse – Procedure (Figure 18.17)

1. Heave up on both cables to bring the foul turns above the water and lash both
cables together below the turns with a natural fibre lashing. This lashing will prevent
the turns from working themselves further down the cable.

2. Pass a wire preventer around the sleeping cable, down from the turns. This will
reduce the weight on the turns, and serve to secure the sleeping cable should the end
be lost. This preventer should be passed in such a manner that it may be slipped from
the deck when the foul is cleared.

3. Walk back on the sleeping cable to bring the next joining shackle conveniently
forward of the windlass. Rig a temporary easing wire to a point forward of this
shackle, so that it can take the weight of the sleeping cable when the shackle is
broken.

4. Reeve a wire rope messenger from the windlass drum overside; the wire should be
a cargo runner or other similar wire.

5. Take a half turn about the riding cable with this cargo runner wire. This turn should
be made in the opposite direction to the foul turns in the cables.
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6. Pass the end of the wire messenger up through the hawse pipe of the sleeping
cable and secure it to the end of the sleeping cable.

7. Heave away on the wire messenger, and at the same time ease out on the easing
wire, heaving the end of the sleeping cable up towards the fairleads, thus removing a
half turn from the fouled cables.

8. This procedure should be repeated, removing half a turn at any one time, until the
fouled cables are clear.

9. When all the turns are clear, haul in the sleeping end of the cable and rejoin with
the joining shackle on deck.

10. The preventer wire should be slipped and cleared; the lashing should be cut by
using a sharp knife with a manhelper. Heave away on both cables, picking up any
slack.

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Q. How will you carry out Running Moor

Ans.

In all ship-handling situations the vessel should stem the tide if control is to be
maintained. The running moor operation (Figure below) is no exception to this rule,
and should the tidal stream be astern of the vessel, then she should be manoeuvred
to stem the tide, either by turning short round or snubbing round on an anchor. A
running moor procedure is as follows:

1. Speed over the ground should be 4–5 knots, preferred depth of water being
dependent on draught, and good holding ground chosen if possible. Let go the
weather anchor, so that the vessel will be blown down from the anchor cable before
she reaches the desired position.

2. Continue to make headway, paying out the cable of the anchor which has been let
go. Continue to pay out the cable up to eight or nine shackles, depending on the
amount of cable carried aboard and the depth of water. The vessel will overrun the
desired mooring position.

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3. The vessel should start to drop astern as the engines are stopped. Let go the lee
anchor and pay out the cable. Start heaving away on the weather anchor cable to
bring the vessel up between the two anchors.

The vessel may require an astern movement on the engines to begin drawing astern.
In comparison with the standing moor the ship’s machinery is running and operational
throughout the manoeuvre. In the standing moor the vessel’s machinery could well
be out of action, standing still, while the vessel drops astern with the tidal stream.

Q. How will you carry out Standing Moor

Ans.

The vessel must stem the tide, in order to retain control of the operation (Figure on
next page), which proceeds as follows:

1. The vessel should be head to tide, stopped over the ground. Sternway should be
gathered either by the tidal stream or operating astern propulsion. Let go the lee
anchor (riding cable) and allow the vessel to drop astern. Pay out the anchor cable as
sternway is gathered, up to 8–9 shackles, depending on the amount of cable carried
aboard and the depth of water.

2. Take the sternway off the vessel by use of engines ahead and checking on the
weight of the cable. Order maximum helm away from the released anchor, and
engines ahead to cant the vessel before letting go the weather anchor (sleeping
cable).The mariner should continue to use engines ahead or astern as necessary to
ease the weight on the windlass as the vessel heaves on the riding cable.

3. Continue to heave on the riding cable and pay out the sleeping cable until the
vessel is brought up between the two anchors. A standing moor is sometimes
preferred to a running moor when the tidal stream is very strong. The standing moor
in theory, could also be carried out by just allowing the tidal stream and the windlass
to do the work, if the vessel was without engine power.

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Q. Which moor is preferred and when? (Running or Standing)

Ans.

Running moor is preferred with vessels having strong engine and good
maneuverability. If you want to avoid any dangers such as winch getting damaged or
vessel turning around accidentally in case cable gets snubbed, then prefer Standing
moor.

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Q. How to carry out Baltic Moor

Ans. The vessel should approach the berth with the wind on the beam or slightly
abaft the beam. The stern mooring wire should be secured in bights by light seizings
in the forward direction to join the ganger length of the anchor cable before the
approach is begun. Then proceed as follows:

1. Manoeuvre the vessel to a distance off the berth of two or three shackles of cable.
This distance will vary with the wind force and expected weather conditions.

2. Let go the offshore (starboard) anchor. The weight of the anchor and cable will
cause the sail twine securing on the mooring wire to part, and as the cable pays out,
so will the stern mooring wire.

3. Let the wind push the vessel alongside, while you pay out the cable and the stern
wire evenly together.

4. Use ship’s fenders along the inshore side between the vessel and the quay, then
pass head and stern lines as soon as practical.

5. Secure head and stern lines on the bitts before taking the weight on the anchor
cable and the stern mooring wire. This tends to harden up the inshore (port)
moorings.

One reason behind the Baltic moor is that many ports experience strong Onshore
winds.

When the vessel comes to let go and depart the port, unless she is fitted with bow
thrust units, the Master may encounter difficulties in clearing the berth. However,
heaving on the anchor cable and on the stern mooring will allow the vessel to be
bodily drawn off the quay. Once clear of the berth, full use can be made of engines
and helm to get under way.

The main disadvantage of this moor is that time is required to let the stern mooring
go from anchor/cable. To this end the size of shackle used and the possibility of
allowing it to pass up the hawse pipe are critical factors.

Alternatives are to find a lee for the vessel for the purpose of disengaging the stern
mooring.

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Q. How will you carry out Mediterranean Moor

Ans.

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This moor is carried out usually for one of two reasons – either quay space is
restricted and several vessels are required to secure or a stern loading/ discharge is
required. (As for a tanker.) The object of the manoeuvre is to position the vessel
stern to the quay with both anchors out in the form of an open moor. The stern of the
vessel is secured by hawsers from the ship’s quarters to the quay.

This type of mooring (Figure on previous page) is not unusual for tankers using a
stern load or discharge system. However, a disadvantage to the dry cargo vessel lies
in the fact that cargo must be discharged into barges. It is not a favourable position
in bad weather and there is a distinct possibility of fouling anchor cables, especially
when other vessels are moored in a similar manner close by.

The procedure is as follows:

1. Approach the berth, as near parallel as possible to the quay. Let go the offshore
anchor. Main engines should be ahead and dead slow.

2. Rudder should be positioned hard over to turn the vessel away from the quay.
Continue to let the cable run, and pay out as the vessel moves ahead. A check on the
cable as the vessel starts to turn would accentuate the turn, and produce astern-to
orientation for the vessel. Stop main engines.

3. Let go the second anchor, and come astern on main engines, paying out the cable
on the second anchor. As the vessel gathers sternway, recover any slack cable on the
offshore anchor. Stop engines and check the sternway on the vessel, as required, by
braking on the cables

(astern movement from position 3 will generate transverse thrust effect to turn the
aft part into the quay).

4. Manoeuvre the vessel to within heaving line distance of the quay by use of engines
and cable operations. Pass stern moorings to the quay.

Q. Another Vessel Dragging Towards Your Ship Action.

Ans.

The options open to the mariner are somewhat limited. A junior officer faced with the
situation should inform the Master immediately. Subsequent actions include drawing
the attention of the other vessel to the fact that she is dragging her anchor, in case
the incident is undetected, make ready own engines, and send forward an anchor
party.

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Drawing Attention to the Situation

When vessels are in sight of one another (Rule 34(d) of The Regulations for the
Prevention of Collision at Sea), or are approaching each other, and from any cause
either vessel fails to understand the intention or actions of the other, or is in doubt
whether sufficient action is being taken by the other to avoid collision, the vessel in
doubt shall immediately indicate such doubt by giving at least five short and rapid
blasts on the whistle. Such signals may be supplemented by a light signal of at least
five short and rapid flashes.

The instructions give the officer of the watch a directive for his actions on the Bridge.
However, it should be borne in mind that this signal is only appropriate when the
vessels are in sight of each other. When vessels’ visibility is restricted (Rule 35f ) a
vessel at anchor may, in addition, sound three blasts in succession – one short, one
prolonged, and one short blast – to give warning of her position and the possibility of
collision to an approaching vessel.

Stand by Engines

Bearing in mind that ‘finished with engines’ should not be ordered when the vessel
anchors. Stand by engines must be ordered at a very early stage in order to gain any
advantage, since the engine-room staff may require a period of notice to have
engines ready. If this is the case, then the sooner main machinery is made ready to
manoeuvre the better.

It could well be, that the Master may decide to steam over his own anchor cable,
choosing this alternative to an anchor operation. Depending on the circumstances it
would be unlikely that the Master would order astern propulsion, as this would most
certainly put excess strain on the cable.

However, the loss of an anchor would be a secondary consideration to an imminent

collision. A prudent master would leave engines on stop to facilitate immediate
manoeuvres.

Anchor Party Forward

Should the main engines not be readily available, then the moving of the vessel by
means of anchors must be of prime consideration. The alternatives are (1) to pay out
more cable and increase the scope, or (2) to heave in on the cable and decrease the
scope. Whichever is chosen will depend on the position of the approaching vessel, and
the circumstances at the time.

If the cable is shortened and the ship begins to drag her anchor, it may be possible to
‘sheer’ her, using the helm to clear the approaching vessel. As a last resort, and if
time permits, the cable could always be slipped from the locker. The end of the cable
should be buoyed to aid recovery at a later date. (Time permitting such anchor
operations.)

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Q. Bowsing tackle and tricing pendant

Ans. Tricing pendent is used to restrict the Swinging of boat while lowering.

Bowsing Tackle is a kind of 3 fold purchase used to bring the boat near to
embarkation deck and to allow the crew to embark the boat.

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Q. Load Lines Survey Preparation

Ans.

1. Check that all access openings at ends of enclosed structures are in good
conditions. All dogs, clamps and hinges to be free and well greased. All gaskets
and water-tight seals should be crack free. Ensure that the doors open from
both sides

2. Check all cargo hatches and access to holds for weather tightness

3. Check the efficiency and securing of portable beams

4. If portable wooden hatch covers are used check that they are in good condition

5. If tarpaulins are used at least two should be provided for each hatch and in
good condition

6. Inspect all machinery space opening on exposed deck

7. Check that any manholes and flush scuttles are capable of being made
watertight

8. Check that all ventilator openings are provided with efficient weathertight
closing appliance

9. All air pipe should be provided with satisfactory means for closing and opening

10. Inspect any cargo ports below the freeboard deck and ensure that all of them
are watertight

11. Ensure that non return valves on overboard valves are operating in a
satisfactory manner

12. Side scuttles and openings below the freeboard deck must have efficient
internal watertight deadlights

13. Check that all freeing ports are in satisfactory conditions

14. All guard-rails and bulwarks should be satisfactory condition

15. Derust and paint the deck line, loadline marks, load line and the draught marks.

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Q. ISPS Survey Preparation.

Ans. Ship Security controls are to be established and implemented at all times.

1. Access control procedures are clearly implemented and the personnel in charge
of access control are familiar with their duties

2. The Ship Security Plan (SSP) and related records are protected from
unauthorized access or disclosure

3. The relevant officers are aware to which parts of the SSP limited access may be
allowed (see ISPS Code)

4. The Security Level is set correctly as required by the Flag State and Port
Authorities and all personnel are aware of the current level

5. Ship’s stores are checked on receipt and stowed promptly, in accordance with
levels set by SSP

6. All security equipment is maintained, calibrated and tested as required by their

manuals and the SSP Gangway watch.

7. Drills are carried out regularly as per ISPS Code and SSP

8. Restricted areas are clearly identified and marked as required by the SSP.
Access to and activity within Restricted Areas is controlled as required by the
SSP

9. Searches are carried out in accordance with the level set by the SSP

10. Ship Security Alert System (SSAS) is operational and records for tests and
maintenance available

11. Company Security Officer (CSO) or designated representative is available at all

times. The CSO can be readily identified by SSO and applicable officers and
crew. Contact details are available

12. Security arrangements do not compromise safety, see notes

13. Records are maintained and retained as required by the SSP and ISPS Code A
10.1

Notes:

1. Securing arrangements should not prevent immediate access to Life Saving

Appliances, Fire Fighting Equipment and SOPEP materials in an emergency situation.

2. It must be possible to open doors along escape routes from both sides (MSC
Circular 847, regulation 45 refers). This includes emergency escapes and doors to the
accommodation and wheelhouse.

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Q. Berthing Situations:
Wind : Onshore
Current : Nil
Along Side : Portside

Ans.

Berthing, wind onshore, tidal conditions calm.

1. Stop the vessel over the ground in a position with the ship’s bow approximately
level with the middle of the berth. Let go offshore anchor.

2. Control the rate of approach of the vessel towards the berth by ahead movements
on main engines, checking and easing out anchor cable as required. Try and keep the
vessel parallel to the berth.

3. Check cable within heaving line distance of the berth. Make fast fore and aft. Slack
down cable when alongside.

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Q. Berthing Situations:
Wind : Offshore
Current : Nil
Along Side : Portside

Ans.

Berthing, wind offshore, tidal conditions calm.

1. Approach berth at a wide angle to reduce wind effect and prevent the bow from
paying off.

2. Slowly approach berth and maintain position over ground.

3. Pass head line and stern line together from the bow area.

4. Stay dead slow astern on main engines, ease head line and at the same time take
up the weight and any slack on the stern line. Draw the vessel alongside and secure.
Depending on the strength of the wind, it would be advisable to secure a breast line
forward as well as additional lines fore and aft as soon as practicable.

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Q. How will you use anchor to take a short turn when current is from
astern

Ans. Snubbing round

The objective of this manoeuvre is to turn the vessel where restricted sea room
exists.

The turn employs the use of a single anchor and can be made turning to port or
starboard. It is employed to turn the vessel to stem the tidal stream or can be used
when berthing, leaving the anchor deployed to heave the vessel off the berth when
clearing the berth.

1. Position the vessel on the port side of the channel, with the tide astern. Have the
starboard anchor walked back, ready for deployment at short stay.

2. Helm should be placed hard to starboard, engines on stop. Let go the starboard
anchor at position ‘2’, to a short stay.

3. Check the anchor cable and keep the anchor at short stay. The momentum on the
vessel should carry the stern through 180° with the bow being held by the cable.

4. The helm should be placed hard to starboard and engines on half ahead to
overcome the tidal effect. Engage the windlass gear and recover the anchor, having
turned the ship’s head into stemming the tide.

When using the manoeuvre to turn off the berth and go alongside, the anchor cable
would be paid out more to allow the vessel to close the berth. Once alongside, the
cable would be walked back to the ‘up and down’ position so as not to obstruct the
channel.
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Q. Berthing Situations:
Wind : Strong Onshore
Current : current From Bow
Along Side : Portside between two vessels

Ans. Berthing for high-sided vessels.

1. Stem the tide at position ‘1’ rudder hard to starboard and engines half ahead.

2. Attain a position off the berth and parallel to the berth, with the port side well
fendered (possible use of the offshore starboard anchor may be desirable for
departing the berth, with the same direction of wind).

3. High freeboard vessels will benefit from the wind on the beam and allow the vessel
to close the berth at position ‘3’. Run head lines and stern lines fore and aft.

4. As the vessel lands alongside the quay, pass and secure fore and aft springs and
adjust the ships position to suit with head and stern lines. Once secure, if the offshore
anchor has been deployed, walk back the cable to an up and down position.

The use of the offshore anchor can clearly check the rate of approach of the bow, but
the use of engines and rudder against the angled direction of the anchor cable may
be needed to keep the stern parallel to the quayside and ease the landing.

Leaving the cable in the up and down position is to avoid the chain obstructing the
channel for passing traffic, while at the same time providing a useful means of
heaving the ship off the berth against the onshore wind, when departing.

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Q. Berthing Situations:
Wind : Strong Onshore
Current : current From Bow
Along Side : Portside between two vessels

Ans. for vessels with windage area aft

1. Approach the berth at about a 60° angle. Stop the vessel off the berth with the
bow level with the centre of the berthing position. Let go the offshore anchor at short
stay. To control the stern against the wind, use rudder to port and engines ahead.
Dredge the anchor towards the berth.

2. As the vessel approaches the berth, pay out the anchor cable.

3. When the bow is just off the berth, hold on to the anchor. The vessel will pivot at
the hawse pipe and the stern will swing rapidly towards the quay.

4. As the stern is approaching the quay, engines ahead to check the stern swing. Stop
engines and run lines ashore fore and aft.

The use of the offshore anchor can clearly check the rate of approach of the bow, but
the use of engines and rudder against the angled direction of the anchor cable may
be needed to keep the stern parallel to the quayside and ease the landing.

Leaving the cable in the up and down position is to avoid the chain obstructing the
channel for passing traffic, while at the same time providing a useful means of
heaving the ship off the berth against the onshore wind, when departing.

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Q. Berthing Situations:
Wind : Onshore
Current : Ebb current From Bow
Along Side : Portside between two vessels

Ans.

Berthing your Own Vessel, Starboard Side to, Between Two Ships Already Secured
Alongside, with an Onshore Wind

Assume your own vessel is in position (1) stemming the ebb tidal stream. A mooring
boat is available, and the vessel is fitted with a right-hand fixed bladed propeller.

(a) The vessel must be manoeuvred to stem the tidal current as in position (1).

(b) Manoeuvre the ship to position (2) parallel to the moored vessel ‘A’.

(c) Run the ship’s best mooring rope from the starboard quarter to the quayside with
the aid of the mooring boat (2) and keep this quarter rope tight, above the water
surface.

(d) Slow astern on Main Engines – then Stop. This movement should bring the vessels
stern in towards the quayside by means of ‘Transverse Thrust’. The bow should
therefore move to starboard, outward to bring the current onto the ships Port Bow.
Position (3).

(e) The vessel should turn with current effective on the port side and no slack given
on the quarter rope to complete an ‘Ebb Swing’ Position (4).The wind should expect
to affect the Port bow, blow the ship rapidly towards the quayside. To check this
movement towards the quay, let go the offshore anchor.

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(f ) Run the forward head line (position 5) and draw the vessel alongside from the
fore and aft mooring positions, easing the weight on the cable as the vessel closes the
quay.

Note: Where the manoeuvre is required when an ‘offshore wind’ is present, use of the
offshore anchor would reduce the rate of approach towards the berth (as shown).

If an ‘onshore wind’ is present the first bow line would probably need to be carried aft
to allow it to be passed ashore or, alternatively, use the same mooring boat which
was initially employed. If no mooring boat is available for berthing, the quarter line
could be passed, first to the moored vessel ‘A’ , and then onto the quayside.

These are just few from his sets

He has asked more than 100 different questions most of them are covered in different
sets or based on your practical knowledge and it is really difficult for me to cover all
of them here, please go through them before your orals.

Guys please do not stop sharing questions after your orals even if Surveyor asks all
from his sets. This will help us to know which questions are asked more frequently
and also there will some new questions that can be added in sets later on.

Best of luck guys

G.S. Randhawa

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