Tieng Anh Hang Hai

PHỤ LỤC
VẤN ĐÁP TIẾNG ANH

I. CÂU HỎI DÀNH CHO
THUYỀN TRƯỞNG VÀ ĐẠI PHÓ
1. Can you tell me about your educational background

and working experience?
2. Can you tell me the responsibilities of the Chief

Officer?
A: Under the leadership of the Master, the C/0 shall carry
out the daily management of the deck department, and C/0
is also responsible for cargo handling. The specific duties
include:
a. Safety of the ship work place, safety equipment;
b. Daily safety and sanitary inspection;
c. Store and spare parts inventory management;
d. Maintenance in the deck;
e. Stowage plan making and supervising of the loading
and unloading process;
f. Take care of the cargo on board.
3. Can you talk about the previous vessels (last vessel)

you worked on board?
4. What types of cargo have ever been carried on board

your last vessel?
5. Where was your last vessel’s trading (plying, sailing)

area?
6. Did you have the experience of working with foreign

crews? What were
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their nationalities?
7. Can you tell me about the cargo operation procedures

and stowage plan?
A: Based on the capacity of the hold and the stowage
factors, I shall calculate the volume of the cargo that is to be
put into different holds. Then calculate the draft of the vessel
and trimming, shear force, bend moment to meet the
requirements of the ship. At last, stowage plan is made based
on these factors.
8. What does a stowage factor of bulk cargo carrier

include?
A: The stowage factor of any cargo is the figure which
expresses the number of cubic units of measure needed to
accommodate one unit of weight how many square meters is
needed to stow one metric ton of certain good. Stowage
factors should include allowance for dunnage, irregular size
of certain goods, pallets, and something else. It should be
reminded that the stowage factor couldn’t cover any details
in loading.
9. If there happens stevedore damage to cargo,

equipment or ship’s structure, what should you do?
A: If damage happens, I must record it first and then
report it in an appropriate written form to the Master and
other parties concerned. The report must be signed by the
liable parties admitting they have (or have not) responsibility
for the damage. The damage report shall be carefully worded
and shall be supported with photos. The damage report
should also include the following contents: ship's name,
voyage number, date, geographical location, name of the
person who tool the photos and his signature, location where
the photo was taken, and what is I intended to show.
10. What precautions do you have to take before cargo
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operation is carried out?
A: To check the precargo operation check lists to make
sure that no missing of any items. The following procedures
are to be followed: (1) the C/0 shall make a cargo operation
plan. In the plan, the following factors shall be considered:
the cargo must be stowed in such way that the stability, trim,
shearing forces and bending moments are within the limits
as laid down by the stability manual; excessive weight on
tank tops, between decks and hatch covers must be avoided;
and cargo must be stowed and secured on such way as to
avoid damage which can result in possible loss of life of
property.
Pre operation conference with all ship's personnel other
officers and crew that are to be involved in the cargo
operation is held to discuss such matters as cargo disposition,
numbers of gangs and working hours, usual and special
safety requirements, ballasting and deballasting
information, special requirements regarding cargo
operation, damage prevention and control, personal
organization, cargo watch etc. The C/0 must ensure that all
relevant personnel have fully understood the intended cargo
and all usual and special safety and operational
requirements.
11. What will you do if the cargo damage is found or

suspected before loading/during loading?
A: I shall report to the Master first and foremost. The
Master should decide whether to replace the damaged cargo.
For the fullset machines and high valued products, I must
ask for the replacement in the loading port if damages are
found. If the damaged cargoes cannot be replaced, then the
Chief Mate shall make remarks on the Chief Mate’s receipt.
If disputes happen on the quantity and quality of the cargoes,
I shall, at the discretion of the Master, ask the cargo surveyor
to do the surveying. If necessary, under the endorsement of
the ship owner, I shall write a Letter of Protest (based on the
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format provided by the company) to illustrate the innocence
of the seamen on board. During the voyage, when a very
small amount of cargo damages, with the permission of the
Master, throw away into the sea to avoid any disputes with
any third party.
12. What are the differences between the B/L and the
Mate′s Receipt?
A: Tally Sheet is the basis of the Mate’s Receipt. Mate’s
receipt is the basis of the B/L. The condition of the cargo is
clearly shown on the Chief Mate’s Receipt. It is very
important to make sure that the cargo condition on the bill of
lading and that on the Chief Mate’s Receipt is the same. If
the consigner wants the Master to issue clean B/L on the
basis of unclean Mate’s Receipt, then the Master firstly must
ask for permission from the company. If the company
agrees, then the consigner must issue reliable Letter of
Indemnity or Letter of Guarantee.
13. If the draft survey proves a shortage of cargo after

loading is completed, what will you do except to report to
the Master? Will you make any remarks on the Mate's
Receipt? And what kinds of remarks will you make on the
Mate′s Receipt?
A: In this case, I shall report the problem to the Master
first. With the permission of the Master, I shall ask the third
party surveyor to do the survey. If the survey shows there is
shortage or damage of the cargo, then I shall write remarks
on the Mate’s Receipt showing the loss or damage or
shortage. The third party is to be invited to make the
objective report on the real quantity of the volume of the
cargo. If the cargo is proved to be in shortage, then I shall
write remarks on the Chief Mate’s Receipt.
14. What do you know about the ISM code?

A: ISM code is the International Safety Management. It
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is a compulsory rule and regulation on the safety
management of the vessel and prevention of sea pollution.
Each shipping company and the vessel should have their
own ISM and SMS (safety management system) manuals.
15. Have you experienced any on board internal audit

procedures before?
A: The on board internal audit is carried out at the
discretion of the Designated Person of the ship owner. When
the auditors come on board, the seamen should provide full
support to their jobs. If observation or nonconformity items
are found in the audit, these items should be treated with due
diligence and rectified on time.
16. What is Garbage Management Plan?

A: According to MARPOL 73/78, the plan shall include
the procedures for the garbage disposal, and the records that
need to be done. The C/0 should be responsible for the
making of garbage disposal plan for the ship.
17. How do you carry out the deck machinery

maintenance?
A: Yes, on board the last vessel, I often asked the Bosun
to organize the ABs and other ordinary sailors to make
maintenance for such equipment as windlass steering
engine, chipping the rust, greasing, derrick, crane, wires,
meters and winch. All the maintenance plans for the
machines in the deck department shall be made by the C/0.
But the repair of the machines should be made by the engine
department.
18. As the Chief Officer, what precautions do you have

to take to prepare for the PSC (port state control)
inspection?
A: The C/0 should arrange the checks for the following
items: safety equipment, sanitary situation on board,
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especially in the deck room, cabin room, the kitchen, cargo
operation safety, documents to be checked. Besides, under
the empowerment the C/0 should organize the emergency
drills.
19. What precautions do you have to take before entry

into an enclosed work place is permitted?
A: According to checklist, I shall prepare for the standby
personnel, ventilation, breathing tool, connecting signals,
oxygen, air and poisonous gases testing equipment, portable
extinguisher, and other necessary equipment.
20. What checks have to be made before any hot work is

permitted?
A: I must make sure that:
There is no gas leakage on cargo deck or pump room area;
The nearby places shall be free of inflammable materials
or gases;
The area where the hot work is done is not piled with
solvents of any kind, including diesel oil, kerosene, paint
cleaners an thinners.
Gas testing is also important to make sure there is no
flammable or toxic gas is present at the work site and that
the oxygen content is 21% by volume.
Ventilation condition should also be checked before hot
work.
21. On board your previous vessels, how often did you

conduct a fire fighting drill?
A: The fire fighting drill is carried out on monthly basis.
When we did the fire fighting drill, we just did it as if the
real fire disaster had happened.
22. What is the c/o responsibility with regards to cargo

operation?
A: The Chief Officer is in charge of safe handling of all
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cargo operation. However he must submit all cargo plans to
the Master for approval, as well as discuss any critical stage
of cargo operation with the Master, before such stage being
undertaken. He is also responsible for proper completion of
cargo records, time sheets, performance logs and other
paperwork related to cargo operation.
23. What is the C/O's responsibility with regard to deck

maintenance?
A: The chief officer should prepare the deck maintenance
schedule both the longterm and shortterm and discuss the
schedule with the Master. He will be m charge of the deck
department personnel and overseeing their duty work when
they do the maintenance work.
24. The charted depth of anchorage is 40 meters, usually

how do you drop the anchor?
A: Before dropping the anchor, we should make sure that
the windlass and the brakes are in good condition, study the
weather and water depth and sea condition. To make sure
whether there is good holding ground. Take into account the
duration of the anchorage action.
During the anchorage, lower the anchor until it touches
ground, then disengage and slag the chain cable until the
length is paid out. Use main engine to move it to stretch the
cable. Do not use excessive weight for the cable. The length
of the cable must be decided by the Master in advance. If the
anchorage depth is more than 50 meters, to add additional
shackle after 15 meters. No matter how deep the water is, at
least two shackles should be remained on board.
25. If water depth is more than 80 meters, is it possible

for you to drop the anchor?
A: Except in emergency situation, dropping anchor in this
depth of water is very dangerous. So if it is very important
to drop the anchor, then the geographical condition (sea bed
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and adjacent area), weather condition must be carefully
studied before dropping. Besides, it is very important to have
a prediscussion or meeting with relevant seamen before the
work is done.
26. How to keep the proper ventilation during the

voyage? For example, your ship loaded the steel coil at
Constansta in December and the discharging port will be
in Singapore.
A: In order to prevent rust formation on the surface of the
steel, I must make sure the temperature in holds is higher
than the dew point at any times. Ventilation is to be made on
the condition of dew point and try to lower the dew point.
27. How do you maintain the minimum under keel

clearance (UKC) when the vessel during passage/in
fairways/inside ports?
A: In different places, the UKC may vary a little bit. But,
generally, during passage, the ƯKC should be 20% of the
load draft; in fairways, 10% of the load draft; and inside the
port, 10% of the load draft. The reference data are subject to
the regulations of the port authority.
28. In case of cargo damage (for example, before
the vessel arrive at the discharging port, when opening the
hatch, you find the quality of the surface cargo had
changed) how would you handle it?
A: Well, I have to see the quantity of the cargo whose
quality has changed. If the cargo is in small quantity, then I
shall dispose it myself. If it is in large quantity, I shall ask
for decision from the Master.
29. What is the sensitive cargo? And which cargo was

defined as the sensitive cargo by P&I?
A: The cargo is particularly susceptible to moisture
damage and special attention shall be required in taking care
of this type of cargo during voyage. Cement, grain, and sugar
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are usually defined as sensitive cargoes. In operating the
sensitive cargoes, great care should be taken.
30. How do you know whether the cargo holds are fitted
for loading?
A: According to the requirements of the charterer party’s
requirements, I shall check it to see whether it meets the
charter’s demands. Then, I will make my own judgment. If
the holds are not suitable for loading any type of cargo, I
shall report this to the Master and ask him to decide on this.
31. Briefly explain general requirements of grain cargo

carriage.
A:
1) Preparation for the space where the grain is going to be
put. The hold into which the grain is to be loaded is to be
very clean and free from scale and bad smell. Any open bilge
shall be clean and dry. The tank top should be clean, having
no stain and dry. Any timber boards must be in good
condition and covered with tarpaulin. The rear sides of the
brackets and beams, piping etc shall be completely washed
and cleaned of all cargo residue and dust. All residues from
the previous cargo shall be removed. And if the ship was
used in carrying grain in the previous voyages, and if insects
are found in the hold, then the holds shall be fumigated with
insecticide.
2) Ventilation
Grain is a kind of cargo that can self heat and condense
and can absorb moisture. Without good ventilation, the cargo
can easily deteriorate. With bulk grain, air IS to be blown to
the surface of the grain continuously on daily basis in order
to remove the remitted air from the cargo. The temperature
of the cargo shall be tested by thermometer on daily basis
and be recorded in the log book.
For detailed answer, please refer to the IMO Grain Rule.
(IMO Resolution A 714)
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3) CODE OF SAFE PRACTICE FOR CARGO
STOWAGE AND
SECURING.
32. How to conduct ventilation for hygroscopic cargo

from warm to cold area voyage, and from cold to warm
voyage? How about the nonhygros copic cargo?
A: For the hygroscopic cargo: From warm to cold voyage,
ventilation is very critical. Ventilation should be as strong as
possible in the beginning, eventually the outside dew point
will be too low. This is a very difficult voyage situation in
which to arrange satisfactory ventilation. From cold to warm
voyage, the ventilation is not necessary.
For the nonhygroscopic cargo: from cold to warm
voyage, no ventilation is needed, and cargo sweat would
occur on the surface of the stow if relatively warmer
moisture laden air was admitted. From the warm to the cold
voyage, no ventilation is needed because ship sweat is
inevitable but cargo will be unaffected unless condensation
drips back on the stow.
33. How to prevent cargo damage caused by rain or

seawater?
A: Before the voyage, to check whether the hatch cover
is closed properly, and make sure that tight water condition
is in good order. To make sure suction boxes and manholes
are properly closed; to check the bulkhead of adjacent ballast
tank.
34. When you are ready for pilot, what preparation

should you make?
A:
Firstly, contact the pilotage station to arrange for the pilot
to come on board;
Secondly, contact the coming pilot and discuss with him
on the vessel’s heading position and speed at the time of his
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boarding;
Thirdly, deck watch duty Officer shall supervise the
embarkation and disembarkation of the pilot to ensure his
identity and his safety.
Fourthly, the pilot ladder must meet the US Coast Guard
and IMO’s standards.
Fifthly, prepare the ladder well and hoist the Golf flag.
Sixthly, give a good reception to the pilot by the Officer
and Master.
Lastly, when the pilot is on board, H flag should be
hoisted.
35. When you pass by the Panama Canal, what should

you pay attention to? Why?
A: The turn of bilge radius should be made known to the
pilot. According to the regulations there, the turn of bilge
radius of the vessel cannot be over 12.04 meters in the fresh
water area. No bilge water is allowed to be remitted. As a
precaution, we should check with the MR Notice and apply
for correction if on time. ETA 7 days before we pass by the
Canal, we should report to the Canal authority on the vessel
condition.
36. How often did the superintendent come on board to

check? If the superintendents and the P&I people do not
come on board for checking, if cargo damage happens,
what should you do to deal with the situation?
A: On my last ship, the superintendent came on board
whenever the vessel came to large ports. If the
superintendent does come on board the ship, we will just
report the accidents to the ship owner and ask for their
proposals. But of course, Master and I will solve some minor
problems.
37. What materials and information do you need when

you make the passage plan?
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A: The passage plan shall contain all the charts required
and shall locate all the information concerning area of
intended area. The information needed for the passage plan
shall be found from the Sailing Direction, List of Lights,
Tide Tables, Tidal Stream Table, Guide to port Entry, Deep
Draft Vessel Planning Guide, The INO Ship Route Guide,
Guide to Tanker Port, various ports’ information booklets,
government and port regulations, Navigational Warnings,
pilot Charts, Notice to Mariners, Weather Information, and
so on.
38. Do you often change the ballasting water? In

maintaining the ballast^ water, what particular attention
should you have to pay to?
A: Not often, except that in some countries’ seacoast
where the psc requires the change of ballasting water in
certain area to prevent the se pollution.
Pumping in and out the ballasting water on time is very
important to keep the stress of the vessel in good condition.
Under heavy weather condition, it IS necessary to test the
ballasting and bilge water more often to make sure the
stability of the vessel.
39. What should you pay attention to when you the

vessel load coal?
A: Trimming IS very important to make sure that the
cargo is even loaded. The coal is liable to get fire so you have
to be very careful in fire ignition and fire fighting equipment
should be ready.
Air in the cargo space should be regularly checked. Bilge
water should be tested systematically to see whether there is
any water leakage.
During the voyage, the ventilation is very important. No
ventilation is a good idea. The oxygen’s entering is very
important factor that can make the fire disaster.
Also, you have to measure the temperature often; and if
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the temperature is too high, spray water to lower the
temperature.
40. What are the functions of the B/L? What is clean

B/L and what is unclean B/L?
A: B/L has the three very important functions: It contains
evidence of the terms of the contract of a promise to carry
and deliver the cargo. It contains the apparent order,
condition, and quantity or weight of goods at the time of
shipment. It is also a document of title (property) of the
cargo. Clean B/L is the one on which there is not any remark
of cargo loss, shortage or damage. Unclean B/L is also called
claused B/L, which carries some remarks of cargo damage,
quantity shortage and so on.
41. What is back dated or antidated B/L? What is

advanced B/L?
A: Back date B/L refers to the B/L whose issuing date is
earlier than the virtual loading completion date. Advanced
B/L refers to the B/L that is signed and issued by the carrier
before the completion of loading. Both back date and
advanced B/L will bring some dangers and liability to the
ship owner and charterer.
42. In order to prevent stowaway, what precautions

should you take before the vessel is sailing from a port?
A: Before departure from any port, crew check has to be
made and any ship has to be checked and searched for
stowaway. The following spaces shall be searched
thoroughly: void space, chain lockers, funnel, and other
places where the stowaways can be found.
If stowaways are discovered before the ship sails:
Arrange for his disembarkation using services of the local
agent; notify the company, take necessary steps to prevent
any further reoccurrence.
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43. Who should not be allowed to have the shore leave
at the same time?
A: In view of the jobs on board, the following positions
and ranks can not be allowed to have shore leave at the same
time: Master and C/O; C/E and First Engineer; C/E and
electrician; Bosun and Pumpman (in tankers); Chief cook
and second (or mass boy); C/0 and Pumpman (in tankers).
Every member who wants leave the ship must check with
the department head for permission and return back to the
vessel on time.
44. What is the maximum blood alcohol concentration

(BAC) rate on board?
A: According to the ISM, the BAC shall not be more than
0.04% by weight any time when being tested. But watch
keepers is not allowed to drink any alcoholic beverage 4
hours before their watch.
45. How to operate incinerator? What kind of garbage

can not be thrown into incinerator?
A: Fist, check the oil level in the oil tank; open residue
cook and discharge oily water; heating the bilge oil in the
tank to 70 to 80 centigrade; start the incinerator. In the
beginning, combustion bilge oil with light oil, and after the
water content in bilge oil is comparatively low, stop
supplying light oil and use bilge oil only. Attention: the
temperature in combustion cannot be higher than the
stipulated figures of the incinerator (usually not more than
500 degree in centigrade.). The following garbage can not be
thrown into the incinerator:
• Any containers which have contained gases under
pressure, or aerosol cans into the incinerator.
• The materials that may produce harmful gases or ashes;
• The materials that may produce high temperature and
prolonged incineration of such materials that may cause
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damage to the incinerator.
46. What should a Muster List include? What kind of

Muster Lists did you have on the last vessel?
A: The Muster List should include the following:
(1) Details of emergency alarm signal;
(2) How ship abandon will be given;
(3) Officer responsible for the maintenance of fire
fighting equipment and life saving appliances, which should
always in good condition and ready for immediate use.
(4) Substitutes for the key personnel who may become
disabled;
(5) Specify the boat to which each person belongs and
duties to be performed by abandon ship situation;
(6) The specific group to which person belongs and
general duties during various emergencies;
(7) Any additional or specific duties;
(8) Specific assembly point of each group. The Muster
List must be ready before the ship sails.
We had the following Muster Lists on board the last
vessel:
General emergency, fire fighting, fire in the engine,
emergency steering, ship abandon, man overboard, oil
pollution prevention station, and so on.
47. What is heavy weather condition? Under the heavy

weather conditions, what preparation should you make in
sailing? During sailing, what should you be careful about?
After the heavy weather, what should you check?
A: Heavy weather, in principle, refers to the navigation
under weather conditions of wind force of 6 or above on the
Beaufort scale and wave height of greater than 5 meters.
During the heavy weather conditions, the Master shall make
the following preparations:
(1) Select a route that avoid that heavy weather area, if
this is possible;
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(2) Inform the crew of the predicted heavy and issuing
warning. Make sure that the warning is known to all the
seamen on board.
(3) Instruct the C/0 to check the hull strength based on
stowage calculations, cargo loading and stability documents.
If the ship is not carrying cargo, the Master shall ballast the
ship to increase the draught and take action to prevent
propeller racing, reduce oscillations and slamming of the
ship.
(4) Make sure the following holes are closed: hatches,
cargo hold, Bosun’s store, manhole; accesses to
accommodation spaces and steering gear room; tank air
pipes, sounding caps; all water tight doors and water tight
openings on the ship;
(5) Ensure that the C/0 adopts measures to prevent
movement of cargo and other objects on various parts of the
ship;
(6) Ensures that the lashes cargo gears such as derricks,
cranes and life boat;
(7) Ensure that C/0 check the conditions of the stowage of
anchors and anchor chains;
(8) Critical checklists are kept in the plastic folder on
bridge and to be used as reference.
48. Under heavy weather conditions, what preparation

should you make before sailing?
A: If navigating in heavy weather, the following should
be paid attention to:
(1) Adopt measures to prevent slamming and pounding of
the ship, considering the frequency of encounters with swells
and change speed or course if necessary;
(2) The watch keeping officer shall change over to parallel
operation of the steering gear, if possible;
(3) If possible, change the auto pilot to “rough sea mode”
or change over to manual mode;
(4) Master shall frequently check the weather and sea
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conditions, observe future changes and judge of there is a
problem with the present course and speed;
(5) Report the weather to the nearest port authority or the
ships in the vicinity or the bad weather and ask them to be
careful and warning them.
(6) The Master shall check the abnormalities whenever
possible to make the ship in good condition.
After the heavy weather, the Master shall carry out the
following checks; the hull and cargoes; if abnormalities are
found, report to the company as soon as possible.
49. If the stevedore workers damage part or the whole of

the crane, derrick or any other equipment on board, what
should you do?
A: Firstly, I shall ask the duty Officer have a careful
supervision when the stevedore workers are loading and
unloading cargo and ask the duty Officers to report to me
any incident or any damage the workers have done to the
vessel equipment.
If equipment damages occur, usually, I will see how
serious the damage is. If the damage is serious, I shall report
to the Master immediately. If the damage is not very serious,
I shall ask the stevedore company to make repair and
correction. At least, I shall ask the stevedore the
acknowledgement of liability. But anyway, I shall not allow
the stevedore workers to leave the vessel until the damage
problem is settled properly.
50. Before drydocking for the vessel, what should a c/o

do?
A: The c/o shall prepare a detailed repair list for the
approval of the Master and the company. The c/o should also
make out a safety procedure before drydocking. If
empowered by the Master, the C/0 may make an
arrangement plan for the assignments for the deck Officers
and ordinary seamen during drydocking. When the repair
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work is being done, the c/o should have a good supervision
on the jobs and ensure the safety of workers and the seamen.
51. How do you balance the interests of the ship owner

and those of the charterer?
A: I think both interests are very important to me. The
ship owner pay me but salary is from the charter. In order to
make both sides happy. I shall take good care of the cargo
and at the same time, I shall implement my duty at the order
of the ship owner and try to safeguard the interests of the
ship owners.
52. What do you know about BC Code?

A: Be code refers to IMO’s Bulk Cargo Code. In this
code, bulk cargo operation procedures are stated. This is a
very important manual and the Chief Officer must study it
with care and follow the instructions in the code in practical
work, especially when he makes the stowage plan.
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II. CÂU HỎI DÀNH CHO THUYỀN PHÓ HAI
1. Can you tell me about your education background

and Working experience?
2. Can you tell me about your last vessel?
3. What are your responsibilities as a Second Officer?

A: The 2/0 will be the navigational officer and medical
officer on board. His duty includes:
(1) Navigation watch keeping (from 1200 to 1600, and
from 0000 to 0400);
(2) Chart and navigational publication corrections;
(3) Passage plan making;
(4) Checks for the communication equipment and
instruments on board the GMDSS ships and spare parts;
(5) Care of all the basic navigation equipment and
instruments, including magnetic compasses, gyrocompasses,
gyro repeaters, time changes, depth sounders and course
recorder;
(6) Stocks of the stationery, medical duty, and other
duties designated by the Master or c/o.
4. Please briefly describe the chart drawing procedure.

A: Firstly, I shall register the navigational warnings in the
Register Book and record the warning number in the card.
Secondly, I shall select the charts that are affected by the
warnings.
Then I shall use pens, scissors and glues to fix permanent
notices. I shall also use pencils to fix temporary and
preliminary notices. All of the notices must be used to fix
charts and keep chart corrected up to dated. When I fix the
chart, 1 shall frequently consult the geographical index.
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5. Can you describe the charts correction procedures?
A: Firstly, you have to make sure that you have received
the latest Notice to Mariner; you have to write the notice
request on time. The Master shall make emergency request
if the latest is not received.
Secondly, to record the Notice to Mariner on the
correction logs on time according to the chronological order.
Thirdly, when correcting the chart, first check that the last
published correction to it has been made to the chart,
otherwise, this should be dealt with first.
Erasure should never be made, when deleting information
crossed through or series of short double strokes should be
used. While correction fluid should not be used.
Always insert information before you delete any
information.
6. Who should draft the passage plan on board? What

are included in passage plan? When you make passage
plan, what information do you need?
A: Unusually, the passage plan shall be made by the
Second Officer, but shall be approved by the Master. During
passage, when error or mistake is found about the passage
plan, immediate correction shall be made by the Second
Officer. But during voyage the furnished passage plane can
not be hanged without any approval.
The information and publications we need are Admiralty
Notice to Mariner, Port guidance, Sea chart, Printed
Catalogue of admiralty charts and other publications.
Choosing the sea charts from it. Sea charts should include
the large scale ones for the costal water, small scale chart for
ocean water, and planning chart for lord land zone.
Besides, the following information and publications are
also necessary in the passage plan making: Sailing
directions, Pilot book, Port entry guidance, Tide table’s local
area warning from the N AV AREA areas, List of light and
20
radio signals.
7. What sailing areas should the passage plan cover? If

you miss one or two charts for next voyage, can the ship
gave sea going or not?
A: The passage plan should cover the sailing area from
berth to berth. The ship can not go if one or two charts are
not available.
8. If the signal of "three red lights vertically aligned is

found on board a ship during night voyage, what do you
think is wrong with the ship? If a motor ship is moving
under the way, but not under command, what kind °f light
signals does she use?
A: This is a draught limited vessel. It is very hard for that
vessel to maneuver and to keep away.
Our vessel should give a wide berth and tale actions to
keep away beforehand.
If a motor ship is moving under the way, but not under
command, she should use not under control lights, i.e., two
sideslights and two red lights vertically aligned.
9. Usually, in a vessel, the Second Officer shall be

designated as Officer responsible for care of magnetic
compasses and gyrocompasses. Please describe how do you
take care of Magnetic compass.
A: The liquid magnetic compass shall be regularly
checked for air bubbles and shall be always covered when it
is not in use. Where fitted as standby system, the magnetic
compass control of the automatic pilot should be tested
weekly.
10. How do you set and adjust gyrocompass’

corrections?
A: The 2/0 shall frequently check the compressor’s error.
Actually, gyrocompass’s accuracy shall be checked at least
21
once a day at sea and at anchor, and for each course steered.
During the watch, the simultaneous check shall be made at
least hourly. If there is any significant deviation error, the
2/0 shall adjust it immediately. The data or errors shall be
recorded in the Compass Record Book and Deck Logbook.
The electronic devices shall be away from the compasses in
a reasonable distance. The Chief Mate or other designated
Officer shall test the error difference in the morning or in the
night.
11. What are the Second Officer' responsibilities while

the vessel is in port?
A: To ensure the safety of life on board, ship, cargo and
port, the Second Officer must implement a good watch
keeping if he is on duty in the port. The Second Officer is
also required to maintain orders and facilitate the routine
working of the vessel. When on duty, he should be aware of
the air draft, sea gauge and under keel clearance, the state of
ship to avoid dangerous listing, trim or hull stress during
cargo handling or ballasting to prevent pollution of the
environment by the ship.
During cargo watch, he should watch and supervise the
loading process and report any big incident or abnormality
to the c/o.
12. Please tell me what is the difference between the

great circle line and Rhumh line?
Theoretically, great circle line is the shortest distance
between two places, while the rhumh line is longer than the
great circle line. However, it is very hard for a vessel just to
take the circle line or rhumh line.
13. During the cargo loading, if you find the cargo

damaged in holds, what should you do?
A: I shall record the damage by writing or even by photo
and report this to the C/0 immediately.
22
The C/0 should report it to the tallyman and ask them to
replace the cargo, if possible. At the same time, the Officer
on duty should make the on the spot record.
14. We are wondering when you usually do chart work?

When you are watch keeping, can you do the chart work?
A: Whenever I receive the Notice to Mariner. I will do the
correction and drawing, especially for a new voyage. At the
same time, I shall collect the out of dated charts and file them
to avoid any misunderstanding or confusion.
When the voyage employment is issued. The 2/0 begins
to do the sea chart work at the discretion of the Master. The
correction is to be done right after the new Notice to Mariner
is received,
Generally, I should not do the chart work during watch
keeping. Doing chart work during watch keeping can give
rise to some potential danger to the maneuvering of the
vessel.

0.04% by weight any time when being tested. But watch
keepers are not allowed to drink any alcoholic beverage 4
hours before their watch. Besides, when bunkering, loading
and unloading, mooring and unmooring. 4 hours before and
after port all, the sailor on board cannot have any alcoholic
drinks.
16. How did you keep your medicine log book?

A: I should be responsible for the medical inventory and
keep a good record on the use and inventory of different
medicine. I should also make sure that the aide bags are at
proper locations. I should also be careful with the medicine
locker. The medicines that are out of validity should be
replaced on time.
23
17. When do you call the Master to the bridge?
A: In the following situations, I will have to call the
Master to the bridge if the Master is not in the bridge:
(1) When the visibility is lower than the one mentioned
in the Master’s standing order;
(2) Breakdown of the main engine, steering gear,
gyrocompass or any other critical equipment related to the
safety of the vessel;
(3) When the ship’s position and sounding are unusual or
strange;
(4) When the navigational marks or sounding do not
appear as expected;
(5) When heavy weather is encountered;
(6) When ship is behaving in unusual way;
(7) When marine pollution is seen or suspected;
(8) When distress message is received or accident
observed;
(9) Any other situation when the officers are in doubt.
(10) Whenever the ship is in jeopardy.
18. When RADAR and ARPAR are use, does it relieve

your duty of lookout as a watchkeeper?
A: No, the working of these apparatus does not relieve the
Watch Officer of his duty to maintain a proper lookout at all
times. This is very important to the maneuvering of the
vessel. Accidents often arise because of the Officers’
complete dependence on the RADAR, ARPAR, GPS and
other equipment, especially in hazard areas, such as the coast
and port areas, low visibility area, restricted areas and heavy
weather regions. All in all, the rules and regulation of the
COLREG 1972 must be strictly obeyed.
19. What do you know about EC and ECDIS ?

A: EC means Electronic Chart, and ECDIS means
24
Electronic Chart and Information System. This system uses
the computer technology to provide chart details on a visual
display unit, combined with an automatic indication of
ship’s position, and possibly a radar image, a navigation
aide. This kind of chart needs basic computer operation skills
and automation knowledge.
20. Tell me the main contents of a typical Admiralty

Notice to Mariner. How did you get the Notice to Mariner
on your last vessel?
Admiralty Notice to Mariners is maritime publications
issued by Hydrographic Department of the United Kingdom.
They include Admiralty Notices, Australian and New
Zealand Notices.
They are published on weekly basis. There is also and
annual summary version.
The Admiralty Notice to Mariner includes 6 sections.
Section one, Explanatory Notes and indexes to section two.
Sections two, Admiralty Notices to Mariners Corrections to
charts. Section three, reprints of Radio Navigational
Warnings. Section four, Corrections to Admiralty Sailing
Directions. Section five, Corrections to Admiralty List of
lights and Fog Signals. Section six, Corrections to Admiralty
List of Radio Signals.
On my last ship, the ship owner provided the Notice to
Mariner on weekly basis. If they failed to give US the
Notice, we’ll send them a Request for this.
21. It is very important to get rid of the out of dated

charts and other SMS documents on board. Why?
It is very important to keep the latest revised charts (also
some other ISM documents on board) in the deck and engine
room, and keep away those out of dated charts because after
a period of time, sometimes, you do not know what
documents are the newest ones. The mixture of the old and
new documents on board can easily give rise to some
25
problems for the safety of the vessel.
22. How do you maintain the clocks?

A: I am responsible for the vessel clocks except for those
in the engine room. Before getting underway, clocks shall be
compared and synchronized, and the synchronization record
shall be entered into the Deck Logbook.
23. When working on in the deck bridge, when do you

call the engine room?
A:
(1) Whenever necessary to ascertain that engine room and
bridge clocks are synchronized;
(2) At least one hour before starting or ending a sea
passage;
(3) As soon as it appears that engine operation maneuvers
may be required, with one hour’s notice, if possible;
(4) Whenever the ship machinery operation may be
affected by weather or other condition changes, such as
shallow water approach, concentration of marine life or
seaweed, ice in water, or change of trim or draft due to
ballasting shifting;
(5) One hour before inert gas system operation is required
(for tanker);
(6) One hour before steam is required on deck;
(7) Whenever the temperature falls to 2 degree centigrade
to prevent damage to equipment;
(8) At least one hour before the standby generator is
required;
(9) As soon as an excessive some is to be turned;
(10) Whenever the cargo pumps are used;
(11) One hour prior to getting underway.
24. When you join a vessel, what should you do first?

A: Firstly, I shall report to the Master and familiarize
myself with the Master and other officers and seamen on
26
board the vessel. Second, with accompaniment of the
relieved the 2/0, I shall have an inspection of those items the
2/0 is responsible for. I shall discuss immediately with the
Master on any unsatisfactory conditions, including
equipment malfunctions. I shall also take over all the
documents the 2/0 shall take care of. A good handover with
the relieved 2/0 is the most important thing for me.
25. When do you have to change from the automatic

steering to manual steering?
A: The steering mode shall be changed from automatic to
manual under the following circumstances: (1) in any
emergency situations; (2) in diminishing and restricted
visibility, as defined by the Master; (3) ẠVhen it is necessary
to avoid maneuvers; (4) when the ship’s draft is too deep
(more than 60% of the water depth); (5) whenever the ship
steers poorly or when the Master thinks necessary. When the
steering mode is changed, the Watch Officers shall supervise
the process.
26. If ship collision happens when you are on duty, what

procedure should you follow?
A:
Firstly, I shall sound the alarm for emergency;
Secondly, I shall inform the Master immediately;
Thirdly, I shall inform the engine room and prepare
engine standby;
Fourthly, I shall sound the tanks including ballasting
tanks and oil tanks;
Fifthly, I shall report to the head office ship owner,
Management Company and charter at the discretion of the
Master.
Report to the relative department and coast country at the
discretion of the Master.
27
III. CÂU HỎI DÀNH CHO THUYỀN PHÓ BA

and working experience as a seaman?
A (Answer): I graduated from Vietnam Maritime
University in July 2007. Since April, 2008, I began my
seamen career. I have worked on two ships. On the fist ship,
I worked as a deck cadet for 10 months. On the second ship,
I worked as a 3/O for nearly a year.
2. Can you tell me about your last vessel?

A: My last ship was a general cargo ship sailing globally,
but mainly from European ports to the US and Canada port.
I worked on that vessel for 13 months as Third Officer.
3. What are your responsibilities as a Third Officer?

A:
(1) The Third Officer shall perform the necessary duties
as required, such as those relating to navigational watch
(0800 to 1200; 2000 to 2400) and cargo watch;
(2) To fix the position of the ship and other navigational
calculations every day when the ship is underway and
reports to the Master.
(3) To prepare the reports, navigational statistics
conditions and report the necessary items to the Master.
(4) To help the c/o in supervising cargo handing
operation;
(5) To measure the draft at the discretion of the c/o or
Master;
(6) To help the Master on the bridge with anchoring and
mooring and unmooring work;
(7) Before leaving port or shifting anchorage, to inspect
communication systems and important items related to the
navigational system and other department;
(8) To maintain and mange the life boat saving appliance
28
and fire fighting equipment maintenance log and inventory
and prepare records when instructed to do so.
(9) To do some paper work and other jobs that is assigned
by the Master.
4. When do you call the Master to the Bridge?

A: If the Master was not in the bridge room, I would call
the Master to the bridge under the following circumstances:
-When the Officers do not know the correct actions to
take;
- When the giving away vessel does not give away as a
rule and can not get into contact with it; navigational
equipment fails;
- When receiving the distress call;
- When navigational marks are missing or in the
expected time, and did not see the marks;
- When the depth sounding do not have expected result;
- When entry into heavy traffic, low visibility areas;
- When main engine speed decreases or breakdown;
- When approaching the poor visibility areas;
- And when the vessel is in danger.
5. Who is responsible for the LSA and FFE equipment

on board a ship?
A: LSA means Life Saving Appliance; FFE means Fire
Fighting Equipment. The 3/0 is responsible for maintenance
and keeping of all these apparatus. The records of
maintenance of the equipment shall be put into the logbook.
6. How often and what do you inspect the lifeboats?

A: Usually I inspect and test the important parts of the
lifeboat on weekly basis. My checking points include
attachment to the hull, lifeline, handrail, the condition of
rudder, fuel oil tanks, and so on. After checking, I record the
check results into the logbooks.
29
7. What actions should you take while you find fire in
ones cabin?
A: I shall sound fire alarm first, and then inform bridge
and Master immediately, and take portable fire fighting
equipment to put out the fire the soonest possible. At the
same time, I shall watch carefully about the extending
tendency of the fire, and wait for fire fighting squad’s
assistance. When the fire extinguishing squad are in their
separate positions, I will come to my position said in the Fire
Muster List to do my job. In a word, I shall follow the fire
disaster procedure very strictly on board.
8. What do you know about the ISM code? What are

DOC and SMC?
A: ISM means International Safety Management Code
(more exact name is: International Management Code for the
Safe Operation of Ships and for Pollution Prevention). SMS
means safety management system, and this system is made
based on the ISM code, which is a compulsory part in
Chapter 11 of SOLAS74/78.
The ISM code includes 13 chapters: General Instruction,
Safety and Environment Protection Policy, Company
Responsibilities and Authority, Designated Person, Master’s
Responsibilities and Authority, Resources and Personnel,
Development of Plans for Shipboard Operation, Emergency
Preparedness, Reports and Analysis of Nonconformity,
Accidents and Hazardous Occurrences, Maintenance of the
ship and Equipment, Documentation, Company
Verification, Review and Evaluation, Certification and
Verifications and Control.
If the company passed the external auditor from the class,
it will receive & Document of Compliance; and the vessel
passes the class s external audit, then the vessel will be given
a Safety Management Certificate.
30
9. During the watch, why must you check the compass
error between the gyro and magnetic?
A: The duty Officer should check the difference between
the two compasses at least every an hour. If significant error
between magnetic and gyrocompass is found, compasses
must be adjusted and corrected immediately. If there is
breakdown of the gyrocompass, I shall immediately report it
to the Master or C/0.
10. When you keep the anchor watch, how to check the
ship's position? Which way is better?
A: I can use three measures (i.e. Radar fixing, GPS fixing,
land mark fixing) to get vessel position and define the anchor
position. But I think the best way is radar fixing because the
radar fixing is more precise and reliable. For the sake of
safety, instead of using only one means, all the measures
available shall be used. At the same time, sea watching is still
very important.
11. When the vessel is going to meet the PSC inspection,

what should you do in the preparation ?
A: Under the leadership of the Master and C/0, the 3/0
shall check very carefully on the utilities he is responsible
for. It is very important to match each check list and make
sure that no item is missing in dealing with the check of the
PSC.
12. How do you check the CO2 System?

A: According checklist includes date of last service, co 2
bottles itself, air blow test should be made to make sure that
the system works well enough. Check co2 system is very
31
important. It is the fixed fire fighting equipment.
13. During the cargo operation, what shall the 3/0 do if

he is on duty?
A: According to the cargo and stowage plan, the 3/0 shall
watch and supervise the work of loading, and report the
accident and abnormalities, if there is any, to the C/0.
Besides, the 3/0 should keep watch on the weather, sea and
vicinity condition, and sound the draft of the water regularly.

0.04% by weight of the blood any time when being tested.
But watch keepers is not allowed to drink any alcoholic
beverage 4 hours before their watch.
15. When RADAR and ARPAR are in use, does it relieve

your duty of lookout as a Watchkeeper?
A: No, the working of these apparatus does not relieve
the Watch Officer of his duty to maintain a proper
lookout at all time. You can not depend on the machines
too much. Lookout (deck watch) is always very
important, especially in some passages, inside the port
and in some dangerous sailing areas. Delayed actions will
possibly give rise to big accidents.
16. When the vessel departs the port, what preparation

shall the Master do?
A:
(1) He shall make various principal calculations such as
32
the tide, current and the time of Sunrise and sunset that are
necessary for securing safety during port entry or departure.
(2) Check to see that he disembarkation of the visitors and
the embarkation/disembarkations of supernumeraries in
accordance with the safety management records.
(3) Check to see that the deck crew are on board.
(4) Prepare and check signal flags etc.
17. How often do you check and correct the

chronomete?
A: I shall check and correct it on daily basis. The record
of each correction shall be put into the record book. Besides,
the chronometer shall be sent ashore for cleaning during each
shipyard repaừ period.
18. While working on in the Deck Bridge, when do you

call the engine room for information?
(1) Whenever necessary to ascertain that engine room and
bridge clocks are synchronized;
(2) At least one hour before starting or ending a sea
passage;
(3) As soon as it appears that engine operation maneuvers
may be required, with one hour’s notice if possible;
(4) Whenever the ship machinery operation may be
affected by weather Or other condition changes, such as
shallow water approach, Concentration of marine life or
seaweed, ice in water, or change of trim Or draft due to
ballasting shifting;
(5) One hour before inert gas system operation is required
(for tanker);
(6) One hour before steam is required on deck;
33
(7) Whenever the temperature falls to 2 degree centigrade
to prevent damage to equipment;
(8) At least one hour before the standby generator is
required;
(9) As soon as an excessive some is to be turned;
(10) Whenever the cargo pumps are used;
(11) One hour prior to getting underway.
19. When you join a vessel, what should you do first?

A: Firstly, I shall report to the Master and familiarize
myself with the Master and other officers and seamen on
board the vessel.
Second, with accompaniment of the relieved the 3/0 is
responsible for. I shall discuss immediately with the Master
on any unsatisfactory conditions, including equipment
malfunctions. I shall also take over all the documents the 2/0
shall take care of.
Lastly, I shall prepare for getting underway. I shall test the
draft of the vessel and report the result to the c/o.
A good handover with the relieved 3/0 is the very
important thing for me.
20. Please tell some working parts of a lifeboat in

English.
A: For instance, manrope, oars, ration, securing, launch
tracks, slip gear, sea anchor, sea plug davit, roll, harbor pin,
canvas roof, fresh water fishing gear, medicine, axe,
provisions, sail makers lather palm, sail makers needle,
grommet, serving boards, serving mallets, round mallets,
wood hand fids, hatch wedge, rat guards, lifejackets,
lifejacket lights, lifebuoys, thermal protector, radar reflector,
34
bailer, hatchets, sponges, lifeboat oil lamps, inflatable life
jacket, immersion suit, matches, lifesaving signal, survival
manual, waterproof electric torch, boathooks, and so on.
21. If ship collision happens when you are on duty, what

procedure should you follow?
A:
Firstly, I shall sound the alarm for emergency;
Secondly, I shall inform the Master immediately;
Thirdly, I shall inform the engine room and prepare
engine standby; Fourthly, I shall sound the tanks including
ballasting tanks and oil tanks; Fifthly, I shall report to the
head office ship owner, Management Company and charter
at the discretion of the Master.
Report to the relative department and coast country at the
discretion of the Master.
22. What the Officer shall do in charge of navigation

watch ?
A. The Officer in charge of the nav watch shall:
1. Keep the watch on the bridge will maintain lookout by
sight and hearing and all available means.
2. In no circumstances leave the bridge until properly
relieved.
3. Course, speed, position to be checked at frequent
intervals and navigation aids to be made use of to keep the
vessel on planned route during the watch.
4. Make sure to carry out master’s standing orders.
5. Full knowledge of location and use of safety and
navigation equipments and their operating limitations.
6. To comply with Colregs while using radar - limitations.
35
7. Helm, engines, sound signaling apparatus at oow’s
discrection should be used. Timely notice for speed variation
to engine room.
8. Aware of handling characteristics of vessel and its
stopping distance and that other ships may/will have
different handling characteristics.
9. Take errors in every watch especially alteration of
course.
10. Plots and check position of vessel at frequent intervals.
11. Check radar performance once in a watch.
12. Check barometer and barograph.
13. A proper record shall be kept during the watch of the
movements and activities relating to the navigation of the
ship if maneuvering. Bell book.
14. Weather and reports.
15. Cargo condition, draught, ballast condition, engine
room status.
16. Deck crew working in my sight.
17. If in any doubt and emergency call Master.
18. SOLAS and Colregs to be practiced at all time and any
action would be broad and in ample time.
36
IV. CÂU HỎI DÀNH CHO MÁY HAI
1. What are the responsibilities of the 2/E on board a

ship?
A : The responsibilities of the 2/E includes:
(1) Sea watch from 1200 to 1600 hours and from 0000
to 0400 hours every day except during unmanned demand.
(2) Port watch as designated by the C/E;
(3) Responsibilities for the maintenance and repair of
the following machines and spare parts: generator engine,
generator, fuel oil purifier, emergency generator, life boat
engine, emergency fire pump, fuel oil control, deck
machinery and other machines designated by the Chief
Engineer.
(4) To sound the fuel and lube oil tanks and make
records of the daily consumption rate;
(5) Make reports such as the records of the generator
engine, purifier, boiler maintenance reports, make inventory
of in charge of engine spare parts.
(6) Any other duties designated by the Chief Engineer.
2. What is your emergency position on the Muster List?

A: Basically, I am supposed to control and operate the
auxiliary generator in the engine room.
3. What will you do if you hear heavy noise coming from

the lubricating oil pump?
A: I shall start the standby lubricating oil pump first and
foremost, and then stop the heavy noise lube oil pump for
emergency check.
37
4. Which machineries and control of spare parts should
be in the charge of 2 nd Engineer?
A: Generator engine, generator, fuel oil purifier,
emergency generator, lifeboat engine, emergency fire pump,
fuel oil control, deck machinery and others designed by the
Chief Engineer.
5. Describe the procedure to start a boiler.

A:
Firstly, to check the boiler water level, and then check the
oil tank level to make sure they are in the right level.
Secondly, to put the boiler water supply pump on “Auto”
position, and ot the same time, switch on the boiler control
power.
Thirdly, to ignite the boiler either automatically or by
hand.
Fourthly, close the air valve after the air comes out
completely. (If it is a first time raise steam pressure).
So the procedures can be covered with three words:
preventilation, ignition, and combustion.
6. Before bunkering, the fuel specifications are usually

provided by the fuel supplier, do you remember the details
of this fuel specification?
A: The details of the fuel specifications include density,
viscosity maximum as applicable to the vessel, temperature
as delivered, water content, sulfur content, flash point and so
on. All these specifications are very important.
7. As a duty engineer, what actions should you take if an

outbreak of fire occurs in engine room?
38
A: If any fire happens, first I should ring the alarm; and
report it to bridge (if at sea). I shall judge the situation, and
if not serious, I will put it out by myself immediately. If
serious, we will follow the Muster List “fire in engine room”
sequence. For the whole procedure:
First, follow the Muster List procedure, muster in the fire
station.
Second, perform crew check and evacuate nonessential
personnel from vicinity of the fire.
Thirdly, stop ventilation and secure water tight door;
Fourthly, determine the location of the fire and organize
emergency party; prepare lifeboat simultaneously.
Fifthly, proceed to fight fire using proper equipment and
cool down decks and bulkheads with water spray.
Sixthly, protect the accommodation and cargo deck.
Seventhly, if the fire is out of control, we should evacuate
all nonessential personnel.
In port, if fire happens the port authority should be
notified and ask shore assistant. For the other procedures, just
follow the ones above.
8. When shall a Watch Keeping Engineer call Chief

Engineer for help or advice ?
A: In the following situations, I shall call the C/E for help
or advice:
(1) When engine damage or fault occurs which may
endanger the safe operation of the ship;
(2) When any fault occurs which is believed may cause
damage or break down of propulsion machinery, auxiliary
machinery or monitoring and governing system;
(3) And in any emergency, accident, or if in any doubt as
39
to what decision or measure to be taken.
9. What must be handed over to incoming Engineer

Officer when you sign off?
A: If possible, the condition and mode of operation of
automatic boiler controls such as flame safeguard control
systems, limit control system, combustion control system.
Fuel supply control systems, and other equipment related to
the operation of steam boilers; the working situation of any
other running equipment such as main engine, auxiliary
engines and steering gear. And potentially bad conditions
due to bad weather, ice. contaminated or shallow water; Any
special modes of operation dictated when equipment failure
or bad ship conditions; Reports of engine room ratings
relating to their assigned duties; The availability of fire
fighting appliances; The state of completion of Engine Room
Log; The level of bilge water in the engine room; Any other
orders from the Master or C/E.
10. What attention should be paid when bunkering oil in

the USA?
A: It is the most complex and strict to bunker oil in the
USA. Many rules are regulated by the Port Authority of
USA. For instance, the oilman on behalf of the ship must
submit preparation measures to harbour authority. Before
bunkering, must check all items in check list by filling yes or
no. According to the requirements, hoisting oil bunkering
flag and plugginf all driptrays are necessary. A <NO
SMOKING> notice board is ready for use. Also an another
notice board, such as the bunkering pipe arrangement chart,
crew responsibility list, and bunkering plan should be shown.
40
Don’t use naked flames or lights. In general, do not bunker
oil at night or at thunderstorm. The supplying and receiving
parties must consult the communication means prior to
bunkering and acknowledge each other. Do not cause any
pollution whenever and wherever bunkering is done.
11. How often do you take the lubricating oil sample for
analysis? Why do you need to do the analysis?
A: At least, every three months. By analyzing the samples
of the lube oil, I can find such things as metal dust, viscosity,
and other impurities. This is a preventive measures in engine
maintenance.
For example, if I find metal (aluminum, copper etc) inside
the lube oil, maybe something wrong with the engine, or part
of the engine is broken.
12. If you find too much bilge water in the engine room,
what should you do?
A: I shall check the bilge water level frequently. In case
the bilge well is full of water, firstly, I shall check where the
bilge water is from. And then, I shall report to the C/E. With
the approval of the Master and C/E, I shall pump the water
into the bilge tank, and if at sea, the water shall be pumped
overboard via 15ppm oil water separator. If in port, transfer
the water into other bilge or oily water tanks, according to
IOPP certificate item 3, if item 3 tanks are pump full, transfer
the bilge to Fuel Oil tanks according to SOPEP instructions.

A: According to the STCW78/2010, the BAC shall not be
41
more than 0.04% by weight of the blood any time when the
seaman is being tested. And Watch Keepers are not allowed
to drink any alcoholic beverage 4 hours before their watch.
During cargo operation, no alcohol allowed.

can not be thrown into incinerator?
A: First check the oil level in the oil tank, don’t up to 70 -
80%; open drain cook and discharge oily water; heating the
sludge oil temperature in the tank up to 90 centigrade; start
the incinerator.
Water content in bilge oil is comparatively low, stop
supplying diesel oil and use sludge oil only.
Attention: the temperature in combustion cannot be
higher than the stipulated figures of the incinerator (usually
not more than 1200 degrees in centigrade. This is new
MARPOL regulation).
The following garbage can not be thrown into the
incinerator:
Any containers which have contained gases under
The materials that may produce harmful gases or ashes,
e.g., plastic;
The materials that may produce high temperature and
15. When you do the watch keeping in the engine room,

what should you be careful about?
A: I should take close watch on the fuel oil and lubrication
oil condition to notice any possible problems arising from
42
abnormal temperature, leakage, or some other problems. I
should dispose the oily water and put the water into the slop
tank on time. If hearing or seeing abnormal noises from some
machines, I should make a quick judgment and report them
to the C/E, if I myself cannot deal with it. Obey the rules of
the company and the instructions from C/E, the Master and
some warnings from the deck department.
16. When do you have called the C/E to the engine

room?
A:
i. In emergency situations such as fire, explosion and
flooding etc;
ii. If damage to or loss of function of the machinery occurs
which may pose a hazard to the safe operation of the vessel;
iii. If a malfunction of certain equipment occurs that may
cause damage or breakdown of the propulsion machinery,
auxiliary machinery, monitoring system or speed regulating
system;
iv. In situation which the Engineer Officer of the watch is
in doubt as to which decision to make or which measure to
adopt.
17. What points should you pay attention to for the oil
tank during the bunkering or tank maintenance?
A: The following points should be bom in minds, because
those points are crucially important to the bunkering and
sounding work:
(1) The depth sounding; make sure that the sounding pipe
depth is in accordance with the stipulation in the direction
book;
43
(2) The total height of the oil tank;
(3) The oil capacity of the each tank and the percentage
for bunked oil in the whole tank.
(4) The bunkering piping plan (pipe arrangement
drawing), not only because of the correct operation, but also
this will be checked in some ports before bunkering;
(5) Condition of the pipe system heating to see whether it
works well;
(6) Dead (unsucked) oil quantity shall be known. This is
very important to know the exact volume in the tank that can
be used or that has been bunkered.
44
V. CÂU HỎI DÀNH CHO MÁY BA

and working experience?
2. What are main duties for Third Engineer?

A: Usually, the responsibilities of the Second and Third
Engineers are assigned by the Chief Engineer. But, usually,
the Third Engineers may have the following duties:
(1) Watch keeping from 0800 to 1200, and from 2000 to
2400 every day; .
(2) Assist the Second Engineer in all technical aspects;
(3) Be responsible for operation and maintenance of other
auxiliary machinery except those taken up by the Second
Engineer;
(4) Be responsible for taking positive measures in the safe
and efficient operation of all machinery, and guarding
against fire and oil pollution;
(5) Be responsible for safety procedures and maintenance
of all safety equipment, and engine control system in a
thoroughly efficient state;
(6) Be responsible for assisting in bunkering and fuel
transfer operation under the direction of the Second
Engineer;
(7) Be responsible for carrying out instructions relating to
ballasting and deballasting, and recording the operation;
(8) Be responsible for testing the telegraph before
departure and recording all engine movement in the Bell
Book for staying in the engine room when vessel is entering
or leaving a port or when the engine is on standby or in
maneuvering;
45
(9) Be responsible for emergency fire pump and lifeboat
engine.
3. What chemicals did you use to treat the boiler water?

When you test Alkalinity/acidity of water in boiler by PH
test paper? The result shows the boiler water is in acidity.
Please describe what the possible cause is.
A: I have ever used the following brand chemicals: Unit,
Drew, and so on.
We should keep the boil water’s PH value between 10.5
and 11.5.
If the water become of acidity, it is may be cause by
following reasons:
Has not been given enough blowdown;
Has not been filled enough alkalinity chemical.
4. How do you maintain Emergency Battery?

A: I should fill in distilled water, or electrolyzed solution
if necessary and test the gravity of the specification
periodically.
5. Describe the procedure to start an emergency

Generator.
A:
(1) To check the lube oil level in the crankcase and fuel oil
level in the tank.
(2) To see whether there is any leakage.
(3) To check the air pressure if the generator is the
airstarted model; and to check the battery voltage to see
whether it is normal if the generator is the battery start model;
(4) Also to make sure there is any obstacles around the
46
machine.
6. Which machineries and spare parts should be in the

charge of 3rd Engineer?
A: On my last vessel, I was in charge of the following
machines and the spare parts thereof: Boiler emergency
batteries, fresh water generator, air conditioners,
refrigeration units, electric insulations, main switch board,
electric parts of the deck machineries (winch, windlass, hatch
cover equipment) and some other machines as designated by
the Chief Engineer.
7. During bunkering in the last vessel, what were you

assigned to do? Or what was your position during
bunkering on your last vessel?
A: Just to listen to the orders from the Second Engineer.
But usually, I was assigned to sound the oil level.
8. As the 3/E, what precautions do you have to take to

prepare for PSC inspection?
A: The Third Engineer is responsible for the fire fighting
equipment, life saving appliances and oil pollution
prevention equipment. In the US, the PSC will carry out very
strict check on this equipment.
So in order to meet the inspection, under the leadership of
C/E and the Master, I have to make a detailed check on these
equipment to make sure that these equipment are in good
order.
9. What do you know with the “SOPEP”? What is VRP,

and what is VCP?
47
A: The whole names of SOPEP is: Shipboard Oil
Pollution Emergency Plan and Emergency Procedures
Manual. The SOPEP shall contain the following:
(1) Procedures to be followed by the Master or other
persons having charge of the ship to report an oil pollution
incident.
(2) Authority or persons to be contacted in the event of
pollution.
(3) Detailed description of actions to be taken
immediately by person on board to reduce or control the
discharge of oil following the incident.
(4) List of oil spill response equipment to be maintained
on board. (Removers, sprayer, oil absorbent, saw dust, sand,
waste rags, scoop, shovels, buckets, bamboo brooms,
portable pump, protective clothing, portable containers).
Simply speaking, SOPEP plan should include such
elements as the emergency contacts (telephone and other
communication means, address etc), the equipment used in
dealing with oil pollution, the Muster List in the oil pollution,
the report procedure when the accident happens etc.
VRP is Vessel Response Plan;
VCP is Nontanker Vessel Contingency Plan.
VRP is required oil pollution emergency plan made
according to the requirement of Oil.
Pollution Act 1990 of the US, which is provided to the
tanker under the management of the US waters. In
compliance with the California State applicable legislation.
Vessel Contingency Plan for Nontanker is provided to
nontanker California State of US.
48
10. What is IMO? What is ISO 9000? What is the ISM?
What is SMS system?
A:
IMO is International Maritime Organization.
ISO 9000 means International Standard Organization.
ISM means International Safety Management code (whole
names is: International Management Code for the Safe
Operation of Ships and for Pollution Prevention).
The ISM code includes 13 chapters: general, safety and
environment protection policy, company responsibilities and
authority designated person, Master’s responsibilities and
authority, resources and personnel, development of plans for
shipboard operation, emergency preparedness, reports and
analysis of nonconformity, accidents and hazardous
occurrences, maintenance of the ship and equipment,
documentation, company verification, review and
evaluation, certification and verifications and control.
SMS means Safety Management System, and this system
is made based on the ISM code, which is a compulsory part
SOLAS74.
11. When the fuel is provided by the supplier, what

specifications of the oil can you get from the supplier 's
receipt?
A: The following information of the fuel shall be
available: Density, viscosity, temperature as delivered, water
content, flash point and so on.
12. Tell us briefly about the working principles of the

purifier, the oil water separator and air compressor.
A: Purifier: The different gravity of two types of liquids:
49
water and oil. The centrifugal force of the water move
towards the outside of the disc while the oil, which is smaller
in gravity, shall move toward the center of the disc. This
makes the separation of the two liquids. Oil water separator:
(1) pump bilge water into first chamber: Polymerization of
the oil on the gathering plates,
(2) and then through a fine filter (15ppm) separation of
water and oil,
(3) discharging of the water overboard via 15ppm monitor
and the oil into Oil sludge tank.
Air compressor: Take into the air from the outside
atmosphere and compress it with the upgoing piston. Then,
cool the compressed air. Then compress the air once again
until it reaches the stated pressure (depending on the air
bottle allowed pressure).
For the maintenance of air compressor, firstly, must check
to make sure that the suction valve and outlet valve to be
sealed; then make periodical lifting of the pistons to make the
pistons are in good condition. Must check the crankcase lube
oil every day.
13. Why do you need to take lube oil sample for analysis?
In the analyzing, what can you possibly find? And if you
find these substances, what are the possible problems the
engines may have? Why?
A: At least, every three months. By analyzing the samples
of the lube oil, I can find such things as metal dust, viscosity,
and other impurities. This is a preventive measures in engine
maintenance. For example, if I find metal (aluminum, copper
etc) inside the lube oil, maybe something wrong with the
engine and part of the engine is broken.
50
can not be thrown Into incinerator?
A: First, check the oil level in the sludge oil tank; open
residue cook and discharge oily water; heating the sludge oil
in the tank up to 90 centigrade; start the incinerator. In the
beginning, combustion sludge 01l with diesel oil, and after the
water content in sludge oil is comparatively low, stop
supplying diesel oil and use sludge oil only. centigrade; start
the incinerator. In the beginning, combustion sludge oil with
diesel oil, and after the water content in sludge oil is
comparatively low, stop supplying diesel oil and use sludge
oil only. Attention: the temperature in combustion cannot be
higher than the stipulated figures of the incinerator (usually
not more than 1200 degree in centigrade.).
The following garbage can not be thrown into the
incinerator:
Any containers which have contained gases under
The materials that may produce harmful gases or ashes;
The materials that may produce high temperature and
15. When you do the watch keeping in the engine room,

what should you be careful about?
A: I should take close watch on the fuel oil and lubricating
oil condition to notice any possible problems arising from
abnormal temperature, leakage, or some other problems; if
hearing is seeing abnormal noises for machines, I should
make a quick judgment and report them to the C/E or even
51
Master I myself cannot deal with it. Obey the rules of the
company and the instructions form C/E and Master and some
warning from the deck department.
16. When do you have call the C/E to the engine room?
A: In emergency situations such as fire, explosion and
flooding etc;
i. If damage to or loss of function of the machinery
occurs which may
pose a hazard to the safe operation of the vessel;
ii. If a malfunction of certain equipment occurs that may
cause damage
or breakdown of the propulsion machinery, auxiliary
machinery, monitoring system or speed regulating system;
iii. In situation which the Engineer Officer of the watch
is in doubt as to which decision to make or which measure to
adopt.
17. What is your position (Station) in the Muster Lists?

For example, during the fire fighting, abandon vessel, oil
pollution prevention etc.
A: Abandon vessel: boarding the lifeboat to manage and
control the engine; Fire fighting: manage and operate the
emergency fire pump; Oil pollution prevention: collect the
oil from the vessel or go down with the lifeboat to collect the
oil from the sea.
52
VI. CÂU HỎI DÀNH CHO THỦY THỦ TRƯỞNG
. 1. Tell us your experience as a Boatswains and your

family
2. What was your duty on board the last vessel?

A: Worked under the c/o and I assisted the c/o in
performing various duty of Deck Department and shall in
person, organize and execute the duties ordered by the c/o.
Including the following:
- To make my rounds all over the decks to see everything
is in order;
- To arrange for the jobs for the rating in the deck
department;
- Under the leadership and with approval of the c/o, carry
out the maintenance of hull, deck machinery, equipment,
cargo gears and other;
- Handle the administration of the vessels deck
inventory and running stores for his consideration and final
approval;
- Arrange for sea watch, port watch, cargo watch for the
ratings;
- Maintenance of cleanliness and hygiene in the vessel;
- The command of the ratings during anchoring and
berthing operations;
- Any other tasks given by the Master or c/o.
3. Do you have the watch keeping license?

A: Yes, I do.
4. How many years have you worked as a Bosun? When
53
did you start work as a seaman? How many ships have you
worked as a boatman?
A: For five years. I started to work as a seaman ten years
ago. I have worked as a Bosun for four ships.
5. Do you like drinking alcohol? As far as you know,

what is the maximum blood alcohol concentration (BAC)
rate on board?
0.05% by weight any time when being tested. But Watch
Keepers are not allowed to drink any alcoholic beverage 4
6. When you are on watch keeping, if you find something

wrong with the vessel in some part, what should you do?
A: I shall report it to the Watching Officer immediately.
7. What should be born in mind when you paint?

A: I shall choose the appropriate paints; choose the right
brushed, keep the painted area clean and dry. I should choose
the beat weather condition when the painting work is done
(usually from 5 degrees to 25 degrees). Paint in correct order,
usually from left to right, from up to the down side, from
inside to outside. Enough intervals should be kept between
two paintings. Keep safety measure and protection. Do not
make any pollution at any time and any place.
8. Tell us the names of some marks on the shell plate.

A: There are draught marks, deck line mark, load line
(winter, summer, tropical fresh water, timber) mark, tonnage
mark, bulbous bow and thruster marks, tug pushing point
54
mark and so on.
55
VII. CÂU HỎI DÀNH CHO THỦY THỦ
1. How long have you worked as an AB (OS)? How

many ships have you worked as an AB (OS)?
A (AB): I worked as a seaman for 7 years and AB for 4
ships nearly 5 years.
As an AB, I will be under the leadership of the Bosun and
the Officers. I will do the watch keeping every day and steer
the ship under the instruction of the duty officers. I will also
do some hard work, such as washing, cleaning the cargo
hold, scraping the rust, cargo watch, sea watch, skipping,
cargo watch, port watch, stowage watch, raising the flag,
anchoring, mooring, unmooring, fasten the wire, painting,
welding, checking the cable, and so on.
A (OS): My name is ... I am an OS. I worked for 2 years
as an OS. On board, I will do all kind of work under the
leadership of the Bosun, Officers.
I love the job very much, I will not complain if you ask
me to work a lot.
2. When you are steering, what should be especially

careful about?
A: Pay full attention to the helm without doing something
else and listen to the instruction of the duty Officer any time.
At the same time, if I can
not understand the orders from the Officers, I shall ask for
clarification. Whenever I find something unusual or I find
that I can not deal with, I will ask for help from the duty
Officers or the Master.
56
3. Do you like drinking alcohol? As far as you know,
what is the maximum blood alcohol concentration (BAC)
rate on board?
0.05% by weight any time when being tested. But Watch
Keepers are not allowed to drink any alcoholic beverage 4
4. When you work on board, do you just listen to the

officers’ order or the orders from both the Officers and the
Bosun?
A: I will listen to the orders from them two.
57
IIX. CÂU HỎI DÀNH CHO THỢ MÁY
VÀ CHẤM DẦU
1. How long have you worked as Oiler No.1? How many

ships have you worked as Oiler No. 1 ?
A: I work as Oiler No 1 for 6 years, on 4 ships. I have
worked for Vipco for 5 years. Last year, I was registered in
Vitaco and I am a contracting seaman of Vitaco.
2. What are the responsibilities (duties) as Oiler No.1?

A: The Oiler 1 shall follow the orders of the Chief
Engineer or the 2 nd Engineer, instruct and supervise the
personnel under his control and engage in the ship service
under the management of the Engine Department. Unless
otherwise specified, the No 1 Oiler shall engage in the duties
listed below:
1) Shall give order to the personnel under his control, be
well aware of the conduct and skills of such personnel,
arrange the job allocation, offer opinions to the Chief
Engineer and thus try to improve the safety and efficiency of
work;
The conduct and skills of such personnel, arrange the job
allocation, offer opinions to the Chief Engineer and thus try
to improve the safety and efficiency of work;
2) Shall inspect the tools and staging well before
beginning of the work, pay attention to the surrounding area
during work and try to prevent danger and accidents;
3) Shall inspect the areas under the management of
Engine Department and assist to maintain the main engines,
auxiliary engines and machinery.
4) The handling of ship’s consumable stores.
58
5) Shall arrange complete circulation of orders,
notifications and various rules to the personnel under his
control;
6) Other duties designated by Chief Engineer or other
engineer.
3. What should oilers and wipers do on board? Or what

are your duties on board?
A: The oilers and wipers should be on watch duty, as
specified in the vessel. The Oilers and wipers shall follow the
orders of the No 1 Oiler, the first engineer and the engage in
the ship service under the management of the Engine
Department.
4. Where have you been to as a seaman? Or which ports

and countries have you ever been to ?
A: I have been to many places in the world, including
Southeast Asia, America, Europe, Australia, and Africa etc.
59
IX. CÂU HỎI DÀNH CHO CẤP DƯỠNG
1. How many years (how long) have you worked a cook

on board?
A: I am a cook. My name is .... I worked as a cook for ten
years. I have the national 3 rd class cook license. As a cook, I
can do all kind of dishes of Vietnamese food, Chinese food.
Everyday, I am sure they will have new dishes to eat. I will
try to save money for the seamen. I think hygiene is very
important to the cook’s job. I will be very diligent and make
sure that the food, the cabinet, the kitchen, the icebox and
dishes.
2. What are the C/ck 's duties on your last vessel?
3. When the ship comes to the US port, what precautions

should you pay attention to?
4. What is the good temperature for storing such things

as vegetables, fruits, meat, flour, and rice?
A: For the vegetables, fruits, around 4 to 5 degrees
centigrade will be fine; for the meat, if I want to keep it for a
long period, temperature will be around 18 degrees.
5. What kind of food (dishes) can you make?

A: Vietnamese food; Chinese food; Western food ...
60

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PHỤ LỤC

VẤN ĐÁP TIẾNG ANH

1. Can you tell me about your educational background

2. Can you tell me the responsibilities of the Chief

3. Can you talk about the previous vessels (last vessel)

4. What types of cargo have ever been carried on board

5. Where was your last vessel’s trading (plying, sailing)

6. Did you have the experience of working with foreign

7. Can you tell me about the cargo operation procedures

8. What does a stowage factor of bulk cargo carrier

9. If there happens stevedore damage to cargo,

10. What precautions do you have to take before cargo

11. What will you do if the cargo damage is found or

13. If the draft survey proves a shortage of cargo after

14. What do you know about the ISM code?

15. Have you experienced any on board internal audit

16. What is Garbage Management Plan?

17. How do you carry out the deck machinery

18. As the Chief Officer, what precautions do you have

19. What precautions do you have to take before entry

20. What checks have to be made before any hot work is

21. On board your previous vessels, how often did you

22. What is the c/o responsibility with regards to cargo

23. What is the C/O's responsibility with regard to deck

24. The charted depth of anchorage is 40 meters, usually

25. If water depth is more than 80 meters, is it possible

26. How to keep the proper ventilation during the

27. How do you maintain the minimum under keel

29. What is the sensitive cargo? And which cargo was

31. Briefly explain general requirements of grain cargo

32. How to conduct ventilation for hygroscopic cargo

33. How to prevent cargo damage caused by rain or

34. When you are ready for pilot, what preparation

35. When you pass by the Panama Canal, what should

36. How often did the superintendent come on board to

37. What materials and information do you need when

38. Do you often change the ballasting water? In

39. What should you pay attention to when you the

40. What are the functions of the B/L? What is clean

41. What is back dated or antidated B/L? What is

42. In order to prevent stowaway, what precautions

44. What is the maximum blood alcohol concentration

45. How to operate incinerator? What kind of garbage

46. What should a Muster List include? What kind of

47. What is heavy weather condition? Under the heavy

48. Under heavy weather conditions, what preparation

49. If the stevedore workers damage part or the whole of

50. Before drydocking for the vessel, what should a c/o

51. How do you balance the interests of the ship owner

52. What do you know about BC Code?

1. Can you tell me about your education background

2. Can you tell me about your last vessel?

3. What are your responsibilities as a Second Officer?

4. Please briefly describe the chart drawing procedure.

6. Who should draft the passage plan on board? What

7. What sailing areas should the passage plan cover? If

8. If the signal of "three red lights vertically aligned is

9. Usually, in a vessel, the Second Officer shall be

10. How do you set and adjust gyrocompass’

11. What are the Second Officer' responsibilities while

12. Please tell me what is the difference between the

13. During the cargo loading, if you find the cargo