Questions asked by baweja and another new examiner ..

seemed to be under
training ..
Date : 03 Aug 2011 (1030 to about 1230)

1) What are the latest ISM amendments?

a) Revised definition for major non-conformances. (clause 1.1.10)
b) Major non-conformity
c)  1.1.10 "Major non-conformity" means an identifiable
d) deviation that poses a serious threat to the safety of
e) personnel or the ship or a serious risk to the
f) environment that requires immediate corrective
g) action and includes or the lack of effective and
h) systematic implementation of a requirement of this
i) Code.
j)  The words “and includes” are replaced with “or”
b) Assessment of all identified risks (clause 1.2.2)
c) Master’s responsibility to periodically review the SMS (clause 5.1.5)
d) Need to ensure that in all assessments the risk to personnel is considered together
with the risk to the ship and to the environment (clause 7)
e) Corrective actions include measures to prevent reoccurrence (clause 9)
f) Internal audits to be carried out on ships and in the company’s office at intervals not
exceeding 12 months (clause 12.1)
g) Improvement to SMS following the company’s review and following the Guidelines
MSC-MEPC 7/Circ.5 (clause 12.2)
h) SMC extensions brought in line with the Statutory Certificates (clause 13)
i) Internal audits should be carried out within 3 months after an interim audit. (clause 14)

2) What is a major and minor non-conformity? Give 2 examples of each.

non-conformity observed situation where objective evidence indicates the non fulfilment of a
specified requirement.

3) What is the required frequency of Masters review of SMS ? 12.2 The Company should
periodically evaluate the efficiency and when needed review the SMS
in accordance with procedures established by the Company. 1 month
4) When did the ISM amendments come into force ?
Amendments to the ISM Code adopted
on 4 December 2008 vide MSC/Resolution 273(85)
 Under tacit acceptance criteria*, amendments were
deemed as accepted on 1 January 2010
 Entry into force: 1 July 2010
5) When an Indian surveyor carries out an inspection of a foreign ship in a foreign port then can the
inspection be a PSC inspection ? iv

6) What are the different MOUs? Why are MOUs necessary? Could name 6 of them .. he said there
were many more.
Europe and north atlantic paris mou 27 cntries main uk and Canada Italy spain Norway
Asia and the pacific Tokyo MOU
Latin America, ( acuerdo de vifia del mar)
Carribean
West and central Africa.
Black sea region
The mediterranian
IOMOU
Arab gulf states GCC/Riyadh MOU.
Mou necessary for
Exchange of info, consultation and cooperation for tech support. unduly inspec at every port
Collective rise of standard and no loss of trade.

MOU req each contrac state to inspect annual 25 % of forgn ships, valid for 6 mnths n publishes
qrtly report od detentions.
7) Which area is covered by Paris MOU ? EU and north atlantic.

8) What happens if you do-not agree with the findings of a PSCO? msact article 336 342 deten of
unsafe Flag state review panel

9) What are Masters rights under PSC? Hav a copy of cert of wat all deficiencies.Not agree file an
appeal, msa delay money by cent govt

10) What is MLC( Maritime labour convention) ? Is it in force ? When will it come into force? Bill
of rights, 20 aug 2013.
A: It is a comprehensive international labour Convention that was adopted by the
International Labour Conference of the International Labour Organization (ILO), under
article 19 of its Constitution, at a maritime session in February 2006 in Geneva,
Switzerland. It sets out seafarers' rights to decent conditions of work and helps to create
conditions of fair competition for shipowners. It is intended to be globally applicable,
easily understandable, readily updatable and uniformly enforced. The Maritime Labour
Convention, 2006 (MLC, 2006) has been designed to become a global legal instrument that
will be the ―fourth pillarǁ of the international regulatory regime for quality shipping,
complementing the key Conventions of the International Maritime Organization (IMO)
such as the International Convention for the Safety of Life at Sea, 1974, as amended
(SOLAS), the International Convention on Standards of Training, Certification and
Watchkeeping, 1978, as amended (STCW) and the International Convention for the
Prevention of Pollution from Ships, 73/78 (MARPOL).
The MLC, 2006 contains a comprehensive set of global standards, based on those that
are already found in the maritime labour instruments (Conventions and
Recommendations), adopted by the ILO between 1920 and 1996. It brings all, except
four, of the existing maritime labour instruments (International Labour Standards (ILS))
together in a single Convention that uses a new format, with some updating, where
necessary, to reflect modern conditions and language. The Convention ―consolidatesǁ and
revises the existing international law on all these matters. Why was a new Convention
needed?
On ships flying the flags of countries that do not exercise effective jurisdiction and
control over them, as required by international law, seafarers often have to work under
unacceptable conditions, to the detriment of their well-being, health and safety and the
safety of the ships on which they work. Since seafarers' working lives are spent outside the
home country and their employers are also often not based in their country, effective
international standards are necessary for this sector. Of course these standards must also be
implemented at a national level, particularly by governments that have a ship registry and
authorize ships to fly their countries' flags (called ―flag Statesǁ). This is already well
recognized in connection with ensuring the safety and security of ships and protecting the
marine environment. It is also important to understand that there are many flag States and
shipowners that take pride in providing the seafarers on their ships with decent conditions
of work. These countries and shipowners face unfair competition in that they pay the price
of being undercut by shipowners which operate substandard ships. The decision by the
ILO to move forward to create the maritime labour Convention was the result of a joint
resolution in 2001 by the international seafarers' and shipowners' organizations, later
supported by governments. They pointed out that the shipping industry is ―the world's first
genuinely global industryǁ which ―requires an international regulatory response of an
appropriate kind – global standards applicable to the entire industryǁ. The industry called
on the ILO to develop ―an instrument which brings together into a consolidated text as
much of the existing body of ILO instruments as it proves possible to achieveǁ as a matter
of priority ―in order to improve the relevance of those standards to the needs of all the
stakeholders of the maritime sectorǁ. It was felt that the very large number of the existing
maritime Conventions, many of which are very detailed, made it difficult for governments
to ratify and to enforce all of the existing international labour standards. Many of the
existing maritime labour Conventions were out of date and did not reflect contemporary
working and living conditions on board ships. Many had low levels of ratification. In
addition, there was a need to develop a more effective enforcement and compliance system
that would help to eliminate substandard ships and that would work within the wellestablished international system for enforcement of
the international standards for ship
safety and security and environmental protection adopted in the framework of the
International Maritime Organization (IMO). The MLC, 2006 was designed to specifically
address these concerns. More protection of seafarers will be achieved by the early
ratification and national level implementation of the new Convention by the vast majority
of ILO members active in the maritime sector.

Q: How will the MLC, 2006 protect more of the world's seafarers?
In the first place, the MLC, 2006 is designed to achieve a higher level of ratification
than previous Conventions [see A18. Why is the MLC, 2006 likely to achieve the aim of
near universal ratification?] covering even seafarers working on ships that have not ratified the Convention [see A4. What is meant by
the ―no more favorable treatmentǁ clause?].
It will also cover all persons working at sea (now estimated at over 1.2 million). Until now it had not been clear that all of these people,
particularly for example, those that work on board ships but are not directly involved in navigating or operating the ship, such as many
personnel that work on passenger ships, would be considered seafarers [see B1. Who is protected by the MLC, 2006?].
The MLC, 2006 also aims to establish a continuous ―compliance awarenessǁ at every
stage, from the national systems of protection up to the international system [see C5.
Title 5 Compliance and enforcement]. This starts with the individual seafarers, who –
under the MLC, 2006 – have to be properly informed of their rights and of the remedies
available in case of alleged non-compliance with the requirements of the Convention and
whose right to make complaints, both on board ship and ashore, is recognized in the
Convention. It continues with the shipowners. Those that own or operate ships of 500 GT
and above, engaged in international voyages or voyages between foreign ports, are
required to develop and carry out plans for ensuring that the applicable national laws,
regulations or other measures to implement the MLC, 2006 are actually being complied
with. The masters of these ships are then responsible for carrying out the shipowners'
stated plans, and for keeping proper records to evidence implementation of the
requirements of the Convention. As part of its updated responsibilities for the labour
inspections for ships of 500 GT or above that are engaged in international voyages or
voyages between foreign ports, the flag State (or a recognized organization on its behalf)
will review the shipowners' plans and verify and certify that they are actually in place and
being implemented. Ships will then be required to carry a maritime labour certificate and a declaration of maritime labour compliance on
board. Flag States will also be expected to ensure that national laws and regulations implementing the Convention's standards are
Q: Advantages of MLC

 A: 4th pillar of quality shipping (with SOLAS, STCW, MARPOL)

 A comprehensive set of basic maritime labour principles and rights

 Simplification of international requirements

 A strong enforcement regime, backed by a certification system

 Verifiable compliance with basic minimum employment and social requirements

 Application to all ships including those of non-ratifying Members

 Improved working and living conditions for seafarers

 A more secure and responsible maritime workforce

 A more socially responsible shipping industry

 Improved social dialogue at all levels

 Seafarers better informed of their rights and remedies

 Improved supervision at all levels: the ship, the company, the flag state, the port state, and the ILO

 Global and uniform compliance and verification

 Improved possibilities of keeping labour conditions up to date

 Permanent review of maritime labour situation

11) What certificate is required onboard under the MLC? Statement of compliance MLC and dmlc.

Damage Control Plans

Damage control plans for passenger ships should fulfil the following requirements:
a) They should be permanently exhibited,

b) They should show for each deck the boundaries of watertight compartments,
 c) They should show the openings in those compartments, the means of closing the openings
and position of controls required for the same.
d) They should show the arrangements for the correction of any list due to flooding.
In addition booklets containing the above information should also be available to the
officers of the ship.

17) How would u as a Master use the information in a Damage control plan ?
Identify areas if flooded then prevent progressive flooding.
18) What is the carriage requirement for GMDSS equipment in Area A1, Area A2 and Area A3 ?
GMDSS Carriage requirements (Sea Area 3):
1. VHF with DSC
2. SART (2)
3. NAVTEX
4. EGC Receiver
5.EPIRB (2)
6. VHF Portable (2-3)
7. MF R/T + DSC
8. INMARSAT A,B or C
9. H/F, R/T with DSC and Telex
station)
20) What means can be used to ensure meeting functional requirements of GMDSS equipment in
Area A1, A2, A3 & A4? (Duplication of equipment, Shore based maintenance, at sea electronic
maintenance and in area A3 A4 a combination of atleast 2)
21) What certificate is issued under MARPOL Annexe 4? (International Sewage Pollution
Prevention Certificate) What is its validity ? 5 yrs
22) What are the survey requirements for this certificate? annual
23) What are statutory and mandatory certificates? What is the difference?
Statutory reqd by law n madatary cargo specific
A: SAFETY & MARPOL:
1) Safety Construction Certificate. (SOLAS)
2) Safety Equipment Certificate. (SOLAS)
3) Passenger Ship Safety Certificate. (SOLAS)
4) Safety Radio Certificate. (SOLAS)
5) Load line Certificate.
6) Safe Manning Documents. (SOLAS)
7) Stability Booklet.
8) Certificate of Lifting Appliance.
9) Charts and Publication.
10) Operation Manuals.
11) De-rat Certificate.
12) FFA / LSA test and report.
13) Life raft servicing Certificate
14) GMDSS Certificate
15) ISM / SMS / DOC / SMC. (SOLAS)
16) MSNS / MINS / MGNS
17) Medical Locker / Stores / Narcotics
18) Declaration of Health
19) IMDG Code. (SOLAS)
20) IOPP Certificate.
21) Garbage Certificate
22) SOPEP
23) OLB
24) Exemption Certificate (SOLAS)
24) Name all the statutory certificates required on board?
seq,src.scc, IOPP , BUNKER CLC, MLC N DMLC, , ISM SMC N DOC, LL , TONN, S MANNING C, ISSC +
CSR , ,

26) What kind of ship did u last sail on ? Bulk carrier, DOA FOR GRAIN, (LNG) What special
certificates were u required to have onboard that are not required on other ships? Co f
27) Quote rule 2 (stopped me as soon as i started) asked what does exonerate mean ?(exempt) then
asked me to continue .. stopped again on special circumstances of the case again asked to explain ..

28) Then placed two models before me .. own vessel pwr driven vessel target vessel right astern..
action in restricted visibility? Asses roc if range dec, n intensity inc, swicth aft n inc intensity, Alter
to hear the fog signal to hear from stbd qrtr,
29) same situation own vessel radar not operational.. sound signal from right astern increasing in
intensity action?

Date : 08 Aug 2012 (D.G.Shipping)

Internal : Capt. SHUKLA
External : Capt. BAWEJA

1. Preliminary inquiry & Formal investigation, explain in detail

1[A Judicial Magistrate of the first class] specially empowered in
this behalf by the Central Government and 1[Metropolitan
Magistrate] shall have jurisdiction to make formal investigations
into shipping casualties under this Part.
362. (1) Any court making a formal investigation into a shipping
casualty may inquire into any charge of incompetency or
misconduct arising, in the course of the investigation, against
any master, mate or engineer, as well as into any charge of a
wrongful act or default on his part causing the shipping
casualty.
(2) In every case in which any such charge, whether of
incompetency or misconduct, or of a wrongful act or default,
as aforesaid, arises against any master, mate or engineer, in
the course of an investigation, the court shall, before the
commencement of the inquiry, cause to be furnished to him
a statement of the case upon which the inquiry has been
directed.
363. (1) If the Central Government has reason to believe that there
are grounds for charging any master, mate or engineer with
incompetency or misconduct, otherwise than in the course of
a formal investigation into shipping casualty, the Central
Government,-
(a) if the master, mate or engineer holds a certificate under
this Act, in any case;
(b) if the master, mate or engineer holds a certificate under
the law of any country outside India, in any case where
the incompetency or misconduct has occurred on board
an Indian ship;
may transmit a statement of the case to any court having
jurisdiction under section 361, which is at or nearest to the
place where it may be convenient for the parties and
witnesses to attend, and may direct that court to make an
inquiry into that charge.
(2) Before commencing the inquiry, the court shall cause the
master, mate or engineer so charged to be furnished with a
copy of the statement transmitted by the Central
Government.
364. For the purpose of any inquiry under this Part into any charge
against a master, mate or engineer, the court may summon him to
appear, and shall give him an opportunity of making a defence
either in person or otherwise
1[(1)] For the purpose of any investigation or inquiry under this
Part, the court making the investigation or inquiry shall, in
respect of compelling the attendance and examination of
witnesses and the production of documents and the
regulation of the proceedings, have the same powers as are
exercisable by that court in the exercise of its criminal
jurisdiction.
1[(2) Subject to any rules made in this behalf by the Central
Government, the court making an investigation or inquiry
under this Part may, if it thinks fit, order the payment, on the
part of that Government, of the reasonable expenses of any
witness attending for the purposes of such investigation or
inquiry before such court.]
366. (1) A court making a formal investigation shall constitute as it
assessors not less than two and not more than four persons,
of whom one shall be a person conversant with maritime
affairs and the other or others shall be conversant with either
maritime or mercantile affairs :
Provided that, where the investigation involves, or appears
likely to involve, any question as to the cancellation or
suspension of the certificate of a master, mate or engineer,
two of the assessors shall be persons having also
experience in the merchant service.
(2) The assessors shall attend during the investigation and
deliver their opinions in writing, to be recorded on the
proceedings, but the exercise of all powers conferred on the
court by this Part or any other law for the time being in force
shall rest with the court.
(3) The assessors shall be chosen from a list to be prepared
from time to time by the Central Government.
367. If any court making an investigation or inquiry under this Part
thinks it necessary for obtaining evidence that any person should
be arrested, it may issue a warrant for his arrest, and may, for the
purpose of effecting the arrest authorise any officer, subject,
nevertheless, to any general or special instructions from the
Central Government, to enter any vessel, and any officer so
authorised may, for the purpose of enforcing the entry, call to his
aid any officer of police or customs or any other person.
368. Whenever, in the course of any such investigation or inquiry, it
appears that any person has committed in India an offence
punishable under any law in force in India, the court making the
investigation or inquiry may (subject to such rules consistent with
this Act as the High Court may from time to time make) cause him
to be arrested, or commit him or hold him to bail to take his trial
before the proper court, and may bind over any person to give
evidence at the trial, and may, for the purposes of this section,
exercise all its powers as a criminal court.
of 1958] (Part XII – Investigations and Inquiries) 197
Power of court as
to evidence and
regulation of
proceedings
Assessors
Power to arrest
witnesses and
enter ships
Power to commit
for trial and bind
over witnesses
1 Sec.

The court shall, in the case of all investigations or inquiries

under this Part, transmit to the Central Government a full
report of the conclusions at which it has arrived together with
the evidence.
(2) Where the investigation or inquiry affects a master or an
officer of a ship other than an Indian ship who holds a
certificate under the law of any country outside India, the
Central Government may transmit a copy of the report
together with the evidence to the proper authority in that
country.
1[(3) The Central Government shall, on receipt of the investigation
report from the court cause it to be published in the Official
Gazette.
370. (1) A certificate of a master, mate or engineer which has been
granted by the Central Government under this Act may be
cancelled or suspended -
(a) by a court holding a formal investigation into a shipping
casualty under this Part if the court finds that the loss,
standing or abandonment of, or damage to, any ship, or
loss of life, has been caused by the wrongful act or
default of such master, mate or engineer;
(b) by a court holding an inquiry under this Part into the
conduct of the master, mate or engineer if the court
finds that he is incompetent or has been guilty of any
gross act of drunkenness, tyranny or other misconduct
or in a case of collision has failed to render such
assistance or give such information as is required by
section 348.
(2) At the conclusion of the investigation or inquiry, or as soon
thereafter as possible, the court shall state in open sitting the
decision to which it may have come with respect to the
cancellation or suspension of any certificate and, if
suspension is ordered, the period for which the certificate is
suspended.
(3) Where the court cancels or suspends a certificate, the court
shall forward it to the Central Government together with the
report which it is required by this Part to transmit to it.
371. Where it appears to the court holding an investigation or inquiry
that having regard to the circumstances of the case an order of
cancellation or suspension under section 370 is not justified, the
court may pass an order censuring the master, mate or engineer
in respect of his conduct.
372. (1) 2[Judicial Magistrate of the first class] specially empowered
in this behalf by the Central Government or a 2[Metropolitan
Magistrate,] may remove the master of any ship within his
jurisdiction if the removal is shown to his satisfaction to be
necessary.
(2) The removal may be made upon the application of the owner
of any ship or his agent, or of the consignee of the ship, or of
any certified officer or of one-third or more of the crew of the
ship.
(3) The 1[Judicial Magistrate of the first class or Metropolitan
Magistrate, as the case may be], may appoint a new master
instead of the one removed, but where the owner, agent or
consignee of the ship is within his jurisdiction, such an
appointment shall not be made without the consent of that
owner, agent or consignee.
(4) The 1[Judicial Magistrate of the first class or Metropolitan
Magistrate, as the case may be], may also make such order
and require such security in respect of the costs of the
matter as he thinks fit.
Marine Board
373. Whenever -
(a) a complaint is made to an Indian consular officer or a senior
officer of any ship of the Indian Navy in the vicinity
(hereinafter referred to as naval officer) by the master or any
member of the crew of an Indian ship and such complaint
appears to the Indian consular officer or naval officer, as the
case may be, to require immediate investigation; or
(b) the interest of the owner of an Indian ship or of the cargo
thereof appears to an Indian consular officer or naval officer,
as the case may be, to require it; or
(c) an allegation of incompetency or misconduct is made to an
Indian consular officer or a naval officer against the master
or any of the officers of an Indian ship; or
(d) any Indian ship is lost, abandoned or stranded at or near the
place where an Indian consular officer or naval officer may
be or whenever the crew or part of the crew of any Indian
ship which has been lost, abandoned or stranded arrives at
that place; or
(e) any loss of life or any serious injury to any person has
occurred on board an Indian ship at or near that place;
the Indian consular officer or the naval officer, as the case
may be, may, in his discretion, convene a Board of Marine
Inquiry to investigate the said complaint or allegation or the
matter affecting the said interest or the cause of the loss,
abandonment or the stranding of the ship or of the loss of life
or of the injury to the person.
374. (1) A Marine Board shall consist of the officer convening the
Board and two other members.
of 1958] (Part XII – Investigations and Inquiries) 199
Convening of
Marine Boards
outside India
Constitution and
procedure of
Marine Board
1 Subs.

The two other members of the Marine Board shall be

appointed by the officer convening the Marine Board from
among persons conversant with maritime or mercantile
affairs.
(3) The officer convening the Marine Board shall be the
presiding officer thereof.
(4) A Marine Board shall, subject to the provisions of this Act,
have power to regulate its own procedure.
375. Where there is a difference of opinion among members of the
Marine Board, the decision of the majority of the members shall be
the decision of the Board.
376. (1) A Marine Board may, after investigating and hearing the
case -
(a) if it is of opinion that the safety of an Indian ship or her
cargo or crew or the interest of the owner of an Indian
ship or of the owner of the cargo thereof requires it,
remove the master and appoint another qualified
person to act in his stead;
(b) if it is of opinion that any master or officer of an Indian
ship is incompetent or has been guilty of any act of
misconduct or in a case of collision has failed to render
such assistance or give such information as is required
by section 348 or that loss, abandonment or stranding
of or serious damage to any ship, or loss of life or
serious injury to any person has been caused by the
wrongful act or default of any master or ship’s officer of
an Indian ship, suspend the certificate of that master or
ship’s officer for a stated period :
Provided that no such certificate shall be suspended unless
the master or officer concerned has been furnished with a
statement of the case in respect of which investigation has
been ordered and he has also been given an opportunity of
making a defence either in person or otherwise;
(c) discharge a seaman from an Indian ship and order the
wages of any seaman so discharged or any part of
those wages to be forfeited;
(d) decide any questions as to wages, fines or forfeitures
arising between any of the parties to the proceedings;
(e) direct that any or all of the costs incurred by the master
or owner of an Indian ship or on the maintenance of a
seaman or apprentice while in prison outside India shall
be paid out of, and deducted, from the wages of that
seaman or apprentice, whether earned or subsequently
earned;
(f) if it considers such a step expedient, order a survey to
be made of any Indian ship which is the subject of
investigation;
(g) order the costs of proceedings before it or any part of
those costs, to be paid by any of the parties thereto,
and may order any person making a frivolous or
unjustified complaint to pay compensation for any loss
or delay caused thereby; and any costs or
compensation so ordered to be paid by any person
shall be paid by that person accordingly and may be
recovered in the same manner in which wages of
seaman are recoverable or may be deducted from the
wages due to that person.
(2) All orders made by a Marine Board shall, whenever
practicable, be entered in the official log book of the ship
which is the subject of investigation or on board which the
casualty or occurrence or conduct investigated took place,
and be signed by the presiding officer of the Board.
2. IAMSAR Volumes & Content of Volume 3
IAMSAR: Joint publication of ICAO and IMO. Purpose is to assist States in meeting their
own SAR need and fulfilling obligations accepted under the International Conventions.
Has three volumes:
VOL I: Organization and Management: Discusses global SAR concept, establishment and
improvement of national and regional SAR systems and in this regard cooperation with
neighboring states to achieve effective, efficient and economical results.
VOL II: Mission Coordination : Assists personnel who plan and coordinate SAR operations
and exercises.
VOL III: Mobile Facilities : Is intended to be carried aboard rescue units, aircraft and
vessel to help performance of SAR and on scene function SAR aspects involving their own
emergencies. Thus it provides guidance on SAR aspects to all these three categories.
CONTENTS OF VOL III:
Abbreviations and Acronyms
Glossary
Section I : Overview
Section II: Rendering assistance
Section III: On scene coordination
Section IV: On board emergencies
APPENDIX A: Reg V / 10- of SOLAS
APPENDIX B: Search Action Message
APPENDIX C: Factors affecting observer effectiveness
3. Define Sea Area A2 & A3, list of equipments required for Sea Area A2 & A3
4. Differenciate including contents of Safety Certificate on Cargo Ship & Passenger Ship

5. Explain in detail about latest amendments in STCW 2010

• Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the
evaluation process (monitoring of Parties’ compliance with the Convention);

• 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;
• New certification requirements for able seafarers;
• New requirements relating to training in modern technology such as electronic charts and information systems

(ECDIS);
• New requirements for marine environment awareness training and training in leadership and teamwork;
• New training and certification requirements for electro-technical officers;
• Updating of competence requirements for personnel serving on board all types of tankers, including new requirements

for personnel serving on liquefied gas tankers;

• 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;
• Introduction of modern training methodology including distance learning and web-based learning;

• New training guidance for personnel serving on board ships operating in polar waters; and
• New training guidance for personnel operating Dynamic Positioning Systems.

Rest hours in the amended Convention

The most important unresolved issue for BIMCO members was a revision of rest hours for
watchkeeping personnel. There was a need to harmonise STCW requirements on rest hours with the
requirements of the Maritime Labour Convention, 2006 (MLC, 2006), expected to enter into force
in 2011.

The current rest hour provisions are part of the STCW Convention as per below:

Section A-VIII/1 of the STCW Code (Mandatory)

1. All persons who are assigned duty as officer in charge of a watch or seafarer on watch shall
be provided with a minimum of 10 hours’ rest in any 24 hour-period.
2. The hours of rest may be divided into no more than two periods, one of which shall be at
least six hours in length.
3. The requirements for rest periods laid down in paragraphs 1 and 2 need not be maintained in
the case of an emergency or drill or in other overriding operational conditions.
 4. Notwithstanding the provisions of paragraphs 1 and 2, the minimum period of 10 hours may
be reduced to not less than 6 consecutive hours provided that any such reduction shall not
extend beyond two days and not less than 70 hours of rest are provided each seven-day
period.
5. Administrations shall require that watch schedules be posted where they are easily
accessible.
Section B-VIII/1 of the STCW Code (Guidance)
In applying Regulation VIII/1, the following should be taken into account:
1. Provisions made to prevent fatigue should ensure that excessive or unreasonable overall
working hours are not undertaken. In particular, the minimum rest periods specified in
Section A-VIII/1 should not be interpreted as implying that all other hours may be devoted
to watchkeeping or other duties;
2. That the frequency and length of leave periods, and the granting of compensatory leave, are
material factors in preventing fatigue from building up over a period of time;
3. The provision may be varied for ships on short sea voyages, provided special safety
arrangements are put in place.
Following the Manila amendments to STCW the rest hours for watch keeping personnel will be as
follows:

Officers who are assigned duty as officer in charge of a watch, or ratings, forming part of a watch,
and personnel whose duties involve designated safety, prevention of pollution and security duties,
shall be provided with a rest period of not less than 10 hours of rest in any 24-hour period and 77
hours in any 7-day period.

The hours of rest may be divided into no more than two periods, one of which shall be at least 6
hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours.

The above constitutes the main regulation regarding rest hours. There are however some options
that differ from the main regulation:
 Rest hours need not be maintained in the case of an emergency or in other overriding
operational conditions. Overriding operational conditions should be interpreted as only
essential shipboard work which cannot be delayed for safety or environmental reasons or
which could not reasonably have been anticipated at the commencement of the voyage. It
should be noted that musters, fire-fighting and lifeboat drills, and drills prescribed by
national laws and regulations and by international instruments, shall be conducted in a
manner that minimises the disturbance of rest periods.

 A party to STCW (usually the administration of the flag state) may allow exceptions from
the required hours of rest provided that the rest period is not less than 70 hours in any 7-day
period. Such exceptions can be given for example on request; however praxis in this area
still needs to be seen. They cannot be allowed for more than two consecutive weeks.

The intervals between two periods of such exceptions shall not be less than twice the
duration of the exception. So if a person has been given an exception of 7 days with a rest
less than 77 hours, another exception cannot be given for 14 days. During these 14 days the
normal minimum of 77 hours must be followed.
 When given the exception, hours of rest provided for may be divided into no more than
three periods (as opposed to the normal two), one of which shall be at least six hours in
length and neither of the other two periods is less than one hour in length. The intervals
between consecutive periods of rest shall not exceed 14 hours and shall not extend beyond
two days in any 7-day period.
As it is also the case in the present STCW, nothing concerning rest hours of watchkeeping personnel
shall be deemed to impair the right of the Master of a ship to require a seafarer to perform any hours
of work necessary for the immediate safety of the ship, persons on board or cargo, or for the
purpose of giving assistance to other ships or persons in distress at sea. Accordingly, the Master
may suspend the schedule of hours of rest and require a seafarer to perform any hours of work
necessary until the normal situation has been restored. As soon as practicable after the normal
situation has been restored, the Master shall ensure that any seafarers who have performed work in
a scheduled rest period are provided with an adequate period of rest.

6. Safe return port, define

7. Explain in detail Master's duty on departure port & at sea msa stowaway search all person onbrd secvuring chech gm
stab bl
8. ROR cards (3-4 Cards)
9. Light & Fog signals
10. Limits of LLMC
Date : 08 & 09 Aug 2012 (D.G.Shipping)
Internal : Capt. S.K. Sukhla
External : Capt. Baweja
Attempt : 1st
Result : Passed on 9th Aug 2012 by Capt. Shukhla

Oral on 8th Aug 2012 by Capt. Baweja (20 minutes)

1. Limits of LLMC
<2000 gt 2 mil sdr for injury to person other than passenger.The claims r half the amount for property damage. Athe
loss of life of passenger 175000 sdr multiply by the number of passenger which ship is authorised to carry.
2001-30000 800 sdr per tons +2 mil sdr// 30000-70000 tons 600 sdr for each tons +2 mil sdr// more then 70000 tons
400 sdr +2 mil sdr.
2. FI:-Under MS act the formal investigation is carried out when the ship or person involved in any incident or accident
the first class matropolien magistrate
3. Proper return port
4. Master Duties at Sea (Likes to hear 1st duty : Safety of Life
then Safety of Ship & Safety of Cargo.... afterwards explain in short)
5. Master Duties Dep. Port (Don't Forget to mention ::: All crew Onboard & Stowaway
Search)
6. 2/O & 3/E not returned in port prior sailing, Action as master...
(Search Full ship, Check Gangway Log, Inform Owner, Agent Chrtr, Check Safe Manning Doc, Entry in Official Log Book...
Then he asked me can vessel sale ... both Part of Safe Manning ..... Action as Master sail or not ?

Ans : Vessel can sail provided Dispensation obtained from Flagstate... Master must apply for dispensation

7. 1 Stowaway found onbd.. action (1st line : search ship as there may be some more stowaways onbd)
Shipowners, and their representatives on the spot, the masters, as well as port authorities and national administrations
should have security arrangements in place which, as far as practicable, will prevent intending stowaways from getting
aboard a ship or, if this fails, will detect them before a ship arrives in port.

Following actions to be taken as per IMO guidelines on detecting a ‘Stowaway’ by the master:

1. to make every effort to determine immediately the port of embarkation of the stowaway

2. to make every effort to establish the identity, including the nationality/ citizenship of the stowaway

4. to prepare a statement containing all information relevant to the stowaway, in accordance with information
 specified in the standard document annexed to the guidelines, for presentation to the appropriate authorities
Attach Photograph Details
here 09 Full Name
10 Place of birth
11 Date of Birth
12 Nationality
13 Religion
14 Gender
15 Languages spoken
16 Home address

Signatures 17 Fathers Name

18 Fathers Birth Place
19 Mother’s Name
20 Mother’s Birth Place
21 Parent’s address
Description
01 Age 22 Martial Status
23 Name of Spouse
02 Height 24 Nationality of
Spouse
25 Spouse address
03 Weight 26 Occupation
27 Employers Name
04 Complexion 28 Employers address

05 Hair 29 Date and Time found

30 Place of Hiding
06 Eyes 31 Port of boarding
32 Date and Time of
Boarding
07 Form of Face 33 Method of boarding
34 Reason for boarding
08 Marks and 35 Type of ID Passport ID Seaman’s Others
Characteristics please tick the appropriate card card
36 Number
37 Place of issue
38 Date of Issue
39 Date of Expiry

5.
6.

4 to notify the existence of a stowaway and any relevant details to his shipowner and appropriate authorities at the port
of embarkation, the next port of call and the flag state
Care for stowaway ford water, watchman, no work no familiar

5 not to depart from his planned voyage to seek the disembarkation of a stowaway to any country unless repatriation has
been arranged with sufficient documentation and permission for disembarkation, or unless there are extenuating security
or compassionate reasons

6 to ensure that the stowaway is presented to appropriate authorities at the next port of call in accordance with their
requirements
7 to take appropriate measures to ensure the security, general health, welfare and safety of the stowaway until
disembarkation

8. ROR cards 15 - 20 (FV, SV, Aground, Cardinal marks, Safe water, Towing, P/D vessel, Towing vsl, Trawlers, Pilot)

Be particular in cards specially underway / making way

9. Difference between Underway & making way

10. Procedure for Registery of Indian ships (all requirements)

11. Why Marpol is called 73/78

12. Fog Signal of FV, SV, Aground,Towing

13. Day signals of FV

Result : Capt. Baweja did not award any marks & left final decision on Capt. Shukla

Capt. Shukla asked me to come on 9th Aug 2012 & prepare all certificates..

9th Aug' 2012 (Capt. Shukhla) (05 minutes)

1. Contents of Safe Manning document

2) What is a major and minor non-conformity? Give 2 examples of each. Cert invalid , safe
manning emeg gen drills crew familiar , l/b, charts, rest hours, minor pms routine, lifebuoy rr mart,
non-conformity observed situation where objective evidence indicates the non fulfilment of a
specified requirement. Minor gas euip invalib, trng rec not , annual shore cal

12) What is bunkers convention ? What certificate is required onboard under Bunkers convention?
1055(27) International civil liability cert for poll prev.

13) What are the requirements for maintenance of immersion suits?(Said pressure testing) What is
the required frequency of pressure testing? Every year, monthly wax on zip.
14) As a Master what do u need to know about CO2 system ? (i said the master shud be aware of
how to operate the system, which areas are protected by it, how many bottles are designated to each
area, and if separate bottles are available for each area or they are shared but he wasnt satisfied with
the answer said the master should know something more than this) then also tried saying he shud
know if the system has been correctly maintained.. still not satisfied .. annual service shore
inspection and dynamic press testing every 5 years. Co2 alarm system, Accidental release stop
system in main line,
15) What are the maintenance requirements of the CO2 system ?
Ref solass ch 2 part 2 reg 14.2.2 msc circ 850 mnthly indstll for leakages stop valve ,3 mnthly
co2 btl conn tightness 1 year control valve cheched and blown thru, 4 yrly qnty of med in CO2 , 5
yr internally inspected, 20 year hydro n press test first time n then every 5 years. pms ,
Line blow and rust
16) What is a Damage control plan? Have u seen it ?
Solas ch 2 part 1 reg 19

19) What is the area around India?(A3) Why ? (Because no VHF MF DSC coverage by coast 25)
Can statutory certificates also be mandatory certs? then asked for examples opa 90 stat for us ship ,
cor stat Indian ship, of special circumstances.. stbd side shallow or overtaking in head on, Gave
example of a power driven vessel crossing from the port side of own vessel at close range in a
situation where alteration to stbd could surely result in collision and hence requires departure from
the rules and requires alteration to port
under rule 2..both externals strongly disagreed on that .... realized there was no more hope from
there .. just dint seem to budge
11. Why Marpol is called 73/78 ari tutorial major strength design amendment protocol bef conv in force
2. How will you show surveyor that ship is complying with Annex VI
(IAPP & EIAPP..... Full details of IAPP certificate & some cross questions in that)
1. Limits of LLMC
2. FI
3. Proper return port
4. Master Duties at Sea (Likes to hear 1st duty : Safety of Life
then Safety of Ship & Safety of Cargo.... afterwards explain in short)
5. Master Duties Dep. Port (Don't Forget to mention ::: All crew Onboard & Stowaway
Search)
6. 2/O & 3/E not returned in port prior sailing, Action as master...
(Search Full ship, Check Gangway Log, Inform Owner, Agent Chrtr, Check Safe Manning Doc, Entry in Official Log Book...
Then he asked me can vessel sale ... both Part of Safe Manning ..... Action as Master sail or not ?

Ans : Vessel can sail provided Dispensation obtained from Flagstate... Master must apply for dispensation

7. 1 Stowaway found onbd.. action (1st line : search ship as there may be some more stowaways onbd)

8. ROR cards 15 - 20 (FV, SV, Aground, Cardinal marks, Safe water, Towing, P/D vessel, Towing vsl, Trawlers, Pilot)

Be particular in cards specially underway / making way

9. Difference between Underway & making way

10. Procedure for Registery of Indian ships (all requirements)

11. Why Marpol is called 73/78

12. Fog Signal of FV, SV, Aground,Towing

13. Day signals of FV

Result : Capt. Baweja did not award any marks & left final decision on Capt. Shukla

Capt. Shukla asked me to come on 9th Aug 2012 & prepare all certificates..

9th Aug' 2012 (Capt. Shukhla) (05 minutes)

1. Contents of Safe Manning document

2. How will you show surveyor that ship is complying with Annex VI
(IAPP & EIAPP..... Full details of IAPP certificate & some cross questions in that)

Final Result : "PASS"

Capt. Baweja : Very good surveyor .... wants to pass you & is very helpful during orals

Capt. Shukhla : Good but depends on his mood .... could be very bad at times..
He want Master to be 100% through in all certificates & their contents & attachments.

1) Pilot V/L Fog Signal when underway & making way. 2) Admiralty law & Maritime law 3) Showed me Pilot
V/L card seen fm astern ( u shud mention less than 50M ) which is not mentioned in cards. But he wants to
hear. 4) Few F/V card. (Pls do not fuck-up In cards) 5) PI & FI 6) GMDSS area A1 A2 A3 7) Registration of
V/L 8) Can u register ur ship in Kandla ???? ( YES IF MENTIONED by the GOI. Pls read sec 24 of MSA
carefully, it says the senior most surveyor will act as registrar) 9) Solas ch 11-1 ammendments. (Reg 6
Casuality investigation code) 10 Rule 2 quote. 11)Master as per MSA 12) LLMC claims ( PERSONAL &
PROPERTY ) India not ratified the 1976. But ratified 1957 one.
13) Proper return port

Let me tell you one thing, Baweja is a totally changed man when he was in Kapoors room & today when he
was in Shuklas room. He came with the intention to pass me. He told me write down all the last time question
& answers on a piece of paper. But told me Dont put your self in trouble by fucking up in cards. Asked couple
of more small-small question, cant remmember them.
Master right
13) What are the requirements for maintenance of immersion suits?(Said pressure testing) What is
the required frequency of pressure testing? 3 yrs
14) master duties at sea ???arr dep port n Indian port act dock worker act m lsa ffa
mach, bnkr fw food, cert. Valid for next port.
Port clnc sign off water tight integ, stab loa

8) What happens if you do-not agree with the findings of a PSCO? Solas ch 1 ch 19 appeal, Flag
state review panel

9) What are Masters rights under PSC?

Appeal
Ask form a n b n copy onbrd
Msc cir
12) What is bunkers convention ? What certificate is required onboard under Bunkers convention?
Compulsory insurance by certificate of entry.
28) Then placed two models before me .. own vessel pwr driven vessel target vessel right astern..
action in restricted visibility?ror mentioned, Inc fog signal baweja bold alter, n other inc speed, like
dubey.
29) same situation own vessel radar not operational.. sound signal from right astern increasing in
intensity action?
1. Limits of LLMC 9. Difference between Underway & making way
2) Admiralty law & Maritime law