1. How was ISM implemented on your last vessel?

Through SMS.

2. How is ISM incorporated into international law? Under what legislation is ISM in UK
law?
SOLAS Chapter IX Management for the safe operation of ships
Merchant Shipping Regulation 2014 SI 1512

3. What are the 6 requirements of an SMS?

SMS stands for Safety Management System containing instructions and information for
safe and eNicient operations.
Functional requirements of SMS. (SOCREM)
1. Safety and environmental protection policy
2. Operational procedure for routine jobs.
3. Communication lines, Hierarchy of the company.
4. Reporting procedures for accidents and non-conformities
5. Emergency Procedures.
6. Management reviews and Audit procedures.

4. How ISM eNects your Daily routine jobs onboard?

SMS gives standard operating procedures for all routine/non routine jobs that need to be
conducted like Anchoring and mooring operations and give guidance on job hazards
analysis and RA to be carried. Also, PTW system is implemented for safe operations.
SMS defines my duties and responsibilities as a chief oNicer onboard a vessel which
are:
1. Watchkeeping Duties.
2. Maintenance of Hull and Deck equipments
3. Duties regarding cargo.
4. Maintenance of LSA and FFA
5. Ballast management
6. Deck Crew Management
7. Deck Store Management
8. Garbage Management.
9. Risk Management RA
10. Work & Rest Hour Management
11. Crew Evaluation
12. Fresh Water management.
13. Ship Stability.
14. Crisis Management
SMS also provide procedure and guidance on how to fulfil these duties.
5. Certificates regarding ISM, Validity of Certificates and Audit Frequency? DOC and
SMC Details?
Document of Compliance (DOC)
DOC will be issued to a company when the shore side aspects of SMS are fully
compliant with the requirements of ISM Code. DOC is specific to ship type operated by
the company and for which the SMS is implemented.
An Interim DOC issued to facilitate the initial implementation of the code, when.
1. A company is newly established.
2. New ship types are added to an existing DOC.
3. Change of Flag.
An Interim DOC is valid for a maximum of 12 months. Prior to the expiry of interim DOC,
one of the ships under the company needs to have carried out ops for at least 3 months,
after which, company should be revisited by the MCA and following a successful audit
Interim DOC should be withdrawn, and a new full-term DOC should be issued.
A Full-Term DOC is valid for 5 Years subjected to Annual verification (+-3months) by
MCA. This will be always by MCA, this doesn’t come under any scheme. The renewal
will be conducted expiry -3months.

Safety Management Certificate (SMC) (Can be under EAS):

During SMC audit onboard a ship, a copy of DOC should be accepted that the company
shore side management structure complies with the ISM Code. Following a successful
audit where they check all certificates, policies, crew docs & training etc. an interim
SMC will be issued to each individual ship.
An Interim SMC is issued:
1. To new ships
2. When a Company takes on responsibility for the operation of a ship which is new to
the Company.
3. When a ship changes flag.
4. After period of Lay-up.
An Interim SMC is valid not more than 6 months. After the first 3 months, the vessel is
required to have conducted an internal ISM audit from company and then in the 3-6
months period the MCA will carry out the Initial Audit of the vessel. (In special
circumstances Interim SMC may be extended for a further 6 months.) A full-term SMC is
then issued.
A Full-Term SMC is valid for 5 Years subjected to Intermediate Verification between 2nd
and 3rd anniversary by MCA. Renewal audit is carried out –3 months from anniversary
date.

6. What is the definition of a Young Person?

A young person is someone aged between 16 and 18 years of age.
7. What are young person rest hour requirements? (MSN1838)
1. Minimum of 12 consecutive hours of rest in every 24-hour period.
2. A rest period of at least 2 days in every week, which may be reduced to not less than
36 hours where this is justified.
3. Where daily working time is more than 4.5 hours, they should be provided with a rest
break of at least 30 minutes which should be consecutive if possible.
Young Persons on Night Duty:
MLC prohibit those under the age of 18 being employed or engaged to work at night on a
ship.
Night means a period:
The duration of which is not less than 9 consecutive hours, which starts no later than
midnight and ends no earlier than 5.a.m. (local time).

8. At what min interval should wages be paid to seafarers?

Intervals not exceeding 1 month to account specified by seafarer unless they request to
change.

9. What certificates come under MLC? Insurances Under MLC?

Following Certificates should be there on board & posted in a conspicuous place.
1. Valid Maritime Labour Certificate (MLC) or An Interim Maritime Labour Certificate
2. DMLC Part 1
3. DMLC Part 2
4. Financial security for Repatriation.
5. Financial security relating to Ship Owner’s Liability

10. What do I inspect during my MLC accommodation inspections?

1. General Arrangement Plan of vessel’s accommodation are available and up to date.
2. Record of master’s inspection of vessel’s accommodation are maintained and
available
3. Accommodation spaces are clean and in a good state.
4. Mess rooms are clean, hygienic, and comfortable.
5. Cabins have hot and cold running water.
6. Bedding is clean and hygienic.
7. Heating and ventilation, including air conditioning, where fitted, is adequate and well-
maintained
8. Sanitary facilities are accessible, hygienic, and working correctly.
9. The laundry facilities are in good working order.
10. Adequate natural and artificial light is available
11. Noise and vibration experienced within the accommodation are within limits
established by the flag state
12. Recreational facilities are appropriate and in good working order, and may include
TVs/DVDs and sports equipment, including exercise equipment and games.

11. Content of DOS? When will you exchange DoS?

DoS – Declaration of Security.
Contents of DoS
1. Vessel’s Particulars
2. Validity
3. Activities that are going to take place
• Controlling Access to the port facility
• Monitoring of the facilities, Areas surrounding the vessel
• Handling of cargo
• Delivery of vessel stores
• Handling of unaccompanied baggage
• Ensuring that security communication readily available between vessel and port
faculty.
• Controlling Access to the ship.
• Controlling of the embarkation of person and their eNects.
• Ensuring the performance of all security duties
• Monitoring restricted areas to ensure that only authorized person have access.
4. Security Level of Ship and Terminal.
5. Contact details of the faculty and vessel.

DoS is Exchanged when. (HD3DCGIS- High-Definition 3D Cinema Gives Immense

Satisfaction)
1. Higher Level of Security
2. Loading, Discharging and Transiting with DG
3. Level 3
4. Non-ISPS Compliant port (Dirty Port)
5. Change of Level while alongside
6. Govt. ONicial request for one
7. Incident of Security
8. Ship to Ship transfer outside port limits regardless of Level.

12. What is a Continuous Synopsis Record?

What are the forms? Explain form 1, 2, 3? Whom do you send it to?
What all documents associated with it and explain the function?
The Continuous Synopsis Record (CSR) is a form of logbook that stays with the ship for
its whole life, and records all changes of owner, flag, name, Class, ISM etc.
There are 3 Forms.
Form 1 Issued by RSS (Registry of Shipping & Seamen, CardiN)
Date
Flag State
Date of Registration
Name of Vessel
Name of Owner & Address
Name of Bareboat Charterer & Address
Name of Operators & Address (ISM – See SMC or DOC)
Classification Society
Administration / Government issued DOC, SMC & ISSC
Date on which ceased to be registered with the flag state.
Form 2 to notify the flag state about any changes in CSR.
Form 3 Index of Amendments to the CSR.

13. How is a ship targeted within the Paris MOU? NIR: New Inspection Regime
Paris MOU is Paris Memorandum of Understanding on Port State Control. The
organization consists of 27 countries for implementing a harmonized system for Port
State Control. The Ship is selected for inspection based on its Risk Profile, the higher
the risk profile the more often such an inspection will be performed.

Risk Profile of a ship depends on the several parameters.

Generic Parameters: Type of Ship, Age of Ship (12Yrs), Flag State, Recognized
Organization, Company ISM Performance
Historical Parameters: Deficiencies and Detentions recorded in the last 3 years.

Priority of Inspection, Interval between the inspection and the type of inspection is
based on the Ship Risk Profile. Ships can be High Risk, Standard Risk, Low Risk. SRP is
recalculated on daily basis.

Periodic Inspections are carried out at an interval that is determined by SRP.

Higher Risk Ships (HRS) between 5-6 months after the last inspection
Standard Risk Ships are (SRS) between 10-12 months after the last inspection.
Lower Risk Ships (LRS) between 24-36 months after the last inspection.

14. What are the diNerent types of PSC inspection?

Periodic Inspections are carried out at an interval that is determined by SRP.
Higher Risk Ships (HRS) between 5-6 months after the last inspection
Standard Risk Ships are (SRS) between 10-12 months after the last inspection.
Lower Risk Ships (LRS) between 24-36 months after the last inspection.

Additional Inspections are triggered by overriding or unexpected factors.

Type of Inspection
1. Initial Inspection
Check relevant certificates and documents.
Confirm that deficiencies outstanding from the previous inspection in the Paris MoU
region have been rectified.
Look at the overall condition of the ship, including the engine room, accommodation,
and conditions of hygiene on board ship.

2. More Detailed Inspection

A more detailed inspection will be carried out whenever there are clear grounds for
believing, during an inspection, that the condition of the ship or of its equipment or crew
does not substantially meet the relevant requirements of a relevant instrument.
A more detailed inspection will also be carried out on ships flying a flag that has not yet
ratified all of the Relevant Instruments of the Paris MoU.
A more detailed inspection will include an in-depth examination in:
• The area(s) where clear grounds were established.
• The areas relevant to any overriding or unexpected factors
• Other areas at random.

3. Expanded Inspections
The following ships are subject to expanded inspections:
1. Ships with a high-risk profile.
2. Gas, Oil or Chemical tankers, Bulk carriers or Passenger ships, over 12 years of age.
3. The above ships with overriding or unexpected factors.
4. Any ship inspected for the purpose of lifting a refusal of access notice
An expanded inspection shall include a check of the overall condition, including the
human element where relevant.
verification of the specific items in the risk areas for each ship type must be part of an
expanded inspection.

15. Where would you find out additional information on how your ship gets a risk profile?
On PSC MOU website and in the memorandum itself.

16. How did you comply with MARPOL Annex 1 on your last vessel?
Annex 1 – Regulation for Prevention of Pollution by Oil.

I complied with MARPOL Annex 1 by obtaining an IOPP certificate, maintaining oil

record book part 1, maintaining a SOPEP plan and following SOPEP. Additionally, by
having the equipment necessary for Annex 1 which are Sludge Tanks, Oil Filtering
Equipment (OWS) with Oil filtering equipment Manual, Bilge Water Holding Tank &
Standard discharge connection. We also followed the discharge criteria mentioned in
Annex 1 of MARPOL related to machinery space.

17. Discharge criteria of oil from machinery space.

Machinery Spaces
Sea Area Discharge Criteria
Outside special area 1. Ship is proceeding enroute.
2. Oil content without dilution of eNluent is
15ppm or less.
3. The ship has an operational oil water filtering
equipment.
4. Bilge water does not originate from the cargo
pump room bilges or is not mixed with oil cargo
residue.
Within special area 1. Ship is proceeding enroute.
2. Oil content without dilution of eNluent is
15ppm or less.
3. The ship has an operational oil water filtering
equipment with automatic 15ppm stopping
device.
4. Bilge water does not originate from the cargo
pump room bilges or is not mixed with oil cargo
residue.
Antarctic No discharge

18. What is Annex V? How your last vessel complied with Annex V?
Annex V – Regulations for prevention of pollution by garbage from ships.

By displaying Placards, having Garbage Management Plan, Garbage Record Book,

Equipments for handling garbage, Adequate Storage facility and Discharging garbage as
per the discharge criteria set out in Annex V of MARPOL and keeping records of
discharges in GRB.

19. What is the type of lifeboat you had onboard?

Fully Enclosed Davit Launched.

20. Where will you find the information about lifeboat inspection?
MGN 560 & SOLAS Chapter III Reg 20

21. Preparations for 5 yearly inspections of the lifeboat?

An in-depth risk assessment should be provided by the service provider covering all
aspects of the inspection and testing, including the following key elements.
1. Dangers to personnel within the vicinity of the lifeboat while the test is carried out.
2. Possible free surface movement of water in the water-weight bags.
3. Possible failure of the equipment during the test and its eNect on the equipment and
personnel carrying out the test.
4. Only organisations authorised by either the Original Equipment Manufacturer (OEM)
or a UK authorised Recognised Organisation (RO) may conduct the servicing
• All such tests are to be planned in advance.
• All routine maintenance and records are to be updated before the test.
• The surveyor or authorised service provider must check this.
• Lifeboats must be weighed before testing to confirm that the weight remains as
previously recorded and that it is no more than the certificated production test weight.
(If weight growth has occurred particular consideration has to be given to the safe
working loads of all elements of the system and how they have been aNected by the
increased weight.)

22. You are departing from port and tugs are made fast fwd. and aft, how will ensure
safety of crew on tug and onboard ship while casting oN?
Risk Assessment should be carried out before the operation.
After risk assessment, toolbox meeting should be conducted with all the members of
the team discussing all the hazards & precautions to be taken during the operation.
All the equipment used for the operation should be inspected and tested prior to use.
Everyone should wear proper PPE for mooring operations like Mooring gloves.
Hand signs should be used to avoid any communication error.
As chief oNicer I will monitor the overall operation.
Ensure that nobody is standing directly below before casting oN the lines.
All the crew members are well clear of the line, and everyone is aware of the casting oN.
Proper housing keeping should be maintained so that line do don’t get entangled
anywhere.
Tow Line should only be casted oN when the line is slackened enough by the tug and
there is no load on the line.
Make sure no weight is attached to the end of the line.
Take some turns on the bollard and inform the tug crew about lowering then slowly
release the line into the tug.
Once the towing line has reached the tug, gentle release the messenger line into the
tug.

23. What is safety contour and safety depth?

Safety Contour is a user selected function that discriminates between safe water and
hazardous water. The selected depth must take into account the ships draught, squat,
heeling moments during a turn and environmental conditions i.e. swell.
The term Safety Depth refers to the value set by the mariner that is used in the portrayal
of soundings and is unrelated to depth contours. Any depth equal to, or shoaler than,
the safety depth will show up as black, and those deeper, grey, irrespective of where the
safety contour is displayed.
The sole purpose of the safety depth is to portray soundings either in gray for deeper
depths or black for shoaler depths. The safety depth value has no eNect on alarms or
any other aspect of ECDIS.

24. Who was Safety ONicer on your last ship?

Chief ONicer and Chief Engineer

25. How frequently he carries inspection? What all safety oNicer checks during the
above inspection?
Inspection is carried out every 3 months.

Means of access/safe movement

•Are means of access to the area under inspection in a safe condition, well-lit and
unobstructed?
•If any means of access is in a dangerous condition (for instance when a ladder has
been removed) is the danger suitably blocked oN and have warning notices been
posted?
•Is access through the area of inspection both for transit and working purposes clearly
marked, well lit, unobstructed, and safe?
•Are fixtures and fittings over which seafarers might trip or which project (particularly
overhead, thereby causing potential hazards), suitably painted, cushioned, or marked?
•Is any gear that has to be stowed within the area suitably secured?
•Are all guardrails in place, secure and in good condition?
•Are all openings through which a person could fall suitably fenced?
•If portable ladders are in use, are they properly secured and at a safe angle?

Working environment
•Is the area safe to enter?
•Are lighting levels adequate?
•Is the area clear of rubbish, combustible material, spilled oil, etc.?
•Is ventilation adequate?
•Are seafarers adequately protected from exposure to noise where necessary?
•Are dangerous goods and substances left unnecessarily in the area or stored in a
dangerous manner?
•Are loose tools, stores and similar items left lying around unnecessarily?

Working conditions
•Is machinery adequately guarded where necessary?
•Are any necessary safe operating instructions clearly displayed?
•Are any necessary safety signs clearly displayed?
•Are permits to work used when necessary?
•Are seafarers working in the area wearing any necessary protective clothing and
equipment?
•Is that protective clothing and equipment in good condition and being used correctly?
•Is there any evidence of defective plant or equipment and if so, what is being done
about it?
•Is the level of supervision adequate, particularly for inexperienced seafarers?
•What practicable safety improvements could be made?

General
•Are all statutory regulations and company safety procedures being complied with?
•Is the safety advice in publications such as this Code, merchant shipping notices, etc.
being followed where possible?
•Can the seafarers in the area make any safety suggestions?
•Have any faults identified in previous inspections been rectified?

26. Vessel is already in Dry dock. How you will deal with safety of crew when working in
dangerous spaces.
Therefore, all necessary precautions are taken including RA and complete PTW.
Based on the findings of RA appropriate control measure should be put in place.

1. Entrance to all the unattended dangerous spaces on a ship should be kept lock or
secured against entry. Any entrance which cannot be locked should be marked as
entrance to dangerous spaces.
2. All crew should be given training and familiarization with the risks of entry in
dangerous spaces.
3. RA should be conducted for the work to be carried out in dangerous space

a. The potential hazards should be identified.

Oxygen Deficiency
Oxygen rich atmosphere
Toxicity of oil
Toxicity of other substances
Flammability
Other Hazards

b. Preparation & securing the place for entry.

When open the entrance of a dangerous space precautions should be taken in case
gases are released from it. The space should be thoroughly ventilated and then tested.
The space should be isolated and secured against the ingress of dangerous substances
by blanking of pipelines and by closing valves and LOTO to be used to prevent
accidental opening of it. OOW should be informed.
Any substance liable to give oN fumes should be cleaned out.

c. Testing the atmosphere of the space.

Calibration of gas detecting equipments should be done as per the manufacturer
recommendations.
Testing of space should be carried out by remote means before entry and at regular
intervals thereafter.
If testing is not possible be remote means, the person entering the dangerous space to
test the space should wear SCBA.
Should be carried out at diNerent levels.
Testing of Oxygen, Flammable gases, Toxic gases. For toxic gases the reading obtained
should be compared with workplace exposure limits WEL (STEL, TWA), entry should not
be permitted if atmosphere measure over 50% of WEL.

d. A PTW system should be used (use of control systems).

Only minimum number of people authorized should enter with proper PPE.
All equipments used must be in good working condition and inspected before use.
The space and it access areas should be adequately illuminated.
A rescue plan should be in place.
Rescue and resuscitation equipment should be position and ready to use at the
entrance of the space.
Rescue Equipments: Appropriate BA with charged cylinders, Lifeline and rescue
harness, Torches, or Lamp, means of hoisting a person from confined space.
At least one competent should be posted as an attendant at the entrance.
An agreed and test means of communication should be established.

e. Procedure for preparation and entry for be agreed.

Ventilation should be always continued.
Atmosphere should be tested periodically.
If emergency occurs general alarm should be sounded.

f. Emergency procedure should be in place.

If entering dangerous space with unsafe atmosphere, then use the BA appropriate to the
type and size of the space.
Any person entering in dangerous spaces should wear a personnel atmosphere
monitoring device.

In dry dock all permits are made by the yard. Chemist will check the atmosphere of the
dangerous space and issue a gas free certificate along with the permit to work in
dangerous space. Once the Permit and gas free certificate is issued, dock workers can
enter the dangerous space provided all precautions are in place.

Before starting any work safety oNicer, vessel staN and yard supervisor tool box meeting
to be carried out discussion should be made on the jobs to be done, hazards present
and safety precaution needed to be taken in order to minimize the risk.

27. What is P force? How can you reduce this?

When a vessel is being dry docked, she will continuously lose stability as support of the
vessels’ weight is being transferred from the water to the keel blocks. The reason for
this loss of stability is that part of the vessels weight being supported by the keel blocks
is causing a capsizing moment in opposition to the righting moment being caused by
the part of the vessel’s weight being supported by the water.
P Force BF Δ

W L
G
W1 Y L1

K
P x GY = Capsizing Moment

WF GZ x (Δ - P) = Righting Moment

MM1 = Virtual loss of GM

Virtual loss of GM (m) = P x KG

∆-P

P = Trim x MCTC
LCF
P force can be reduced be reducing the trim of the vessel.

28. What is angle of list and lol? How would you correct it?

Angle of Loll
When the Center of Gravity of the vessel is above the Initial Metacenter and vessel is
said to be in negative equilibrium. The vessel will heel to an angle known as Angle of
Loll. When the center of buoyancy come directly under the center of gravity. It is a very
dangerous situation as is the vessel goes from one side to another side of angle of loll
due to external force, the vessel can overshoot and capsize also.

Angle of List
An angle of list is due to the weights aboard the vessel being unsymmetrical about the
center line and the vessel will only list in the direction of the oN-center weight. Ie, the
center of gravity is not at the center line of the ship.
The action taken to remove the angle of loll and list are diNerent. If the angle of loll is
identified as angle of list, then by shifting the weight of the opposite side can topple the
ship of the other side. Due to which the ship can overshoot the angle of loll and in worse
case can capsize.

For Correcting Angle of List.

We need to make the listing movement of both port and starboard side equal. This can
be done in the following ways.
1. Shifting the weight for the listed side to the other side.
2. Loading weight on the other side.
3. Discharging weight from the listed side.

For correcting Angle of Loll.

The key is to reduce the G below M before changing any listing moments.
We need to see which side the ship is heeled. For correcting angle of loll the center of
gravity of the vessel should be lowered by reducing FSE and loading weight at a position
lower than the ship center of gravity and by discharging the weight above the ship center
of gravity.
Action to correct angle of loll depends on which ship is lolled what is the size of the tank
we are going to ballast.
The tank which is smallest (Nearest to the center of the vessel or towards the side the
ship is lolled) should be ballasted first because the FSE introduced during the ballasting
is small.
After that the same tank on to the other side should be ballast in order to bring the
center of gravity down.
This should be done till the vessel has attained a positive equilibrium.

Minimize FSE onboard.

The FSE can be minimized by
1. Accumulating all the ballast in the partially filled tanks into less tanks.
2. Filling or Empty the partially filled tanks.
3. Using tanks with small width.

To determine whether it is List or Loll

Update the loadicator with all the updated soundings of Ballast Water tanks, Fuel Oil
Tanks, Lube Oil Tanks & Fresh Water Tanks.
Once the data in loadicator is updated
1. Check the Listing Moments on both sides, if the moments are same then the vessel is
at angle of loll and if the moments are diNerent then it is at the angle of list.
2. Check for the initial GMo of the vessel, If the intial GMo of the vessel is negative the
vessel is at angle of loll and if the intial GMo is positive the vessel is at angle of list.

29. You see Red Stars in the horizon actions, no distress alert on GMDSS equipments?
1. Take a bearing of the target
2. Check RADAR for any SART signal. Plot and acquire the SART closest blip.
3. Call Master.
4. Check VHF and GMDSS console for any distress message. Nothing has been received
then send Distress Relay (MFP).
5. Try to establish contact and try out to find out the details like Name of the vessel,
Numbers of survivors, Nature of Emergency, Last known position.
6. Contact MRCC. If I am the only vessel then I will assume the responsibilities or OSC.
7. Deciding the MPP using the guidance given in IAMSAR Vol 3 and steer rendezvous
course.
8. Prepare vessel for SAR and decide the search pattern.
9. Raise Emergency alarm and Muster crew.
10. Prepare for extra Accommodation, Food, Clothing and Medical Care.
11. Rig Rescue net of the side of the ship.
12. Place lookout (As high as possible at daytime and as low as possible in nighttime)
13. Rig search lights
14. Prepare rescue boat, lifeboats can be used as lifts.
15. Third oNicer will maintain contact with the MRCC give situational reports to them
and distress vessel.
If nothing on RADAR, VHF and GMDSS then it could be submarine in distress or a low
reflective target.

30. What is GRT, NRT, DWT?

Deadweight - DWT is a measure of how much weight a ship is carrying or can safely
carry. It is he sum of the weights of cargo, fuel, fresh water, ballast water, provisions,
passengers, and crew. The term is often used to specify a ship's maximum permissible
deadweight, the DWT when the ship is fully loaded so that its Plimsoll line is at the point
of submersion, although it may also denote the actual DWT of a ship not loaded to
capacity. Deadweight tonnage is not a measure of the ship's displacement and should
not be confused with gross tonnage or net tonnage.

Gross tonnage is a unitless index related to a ship's overall internal volume. Gross
tonnage is calculated based on "the moulded volume of all enclosed spaces of the
ship" and is used to determine things such as a ship's manning regulations, safety rules,
registration fees, and port dues, whereas the older gross register tonnage is a measure
of the volume of certain enclosed space.

Net tonnage is a dimensionless index calculated from the total moulded volume of the
ship's cargo spaces by using a mathematical formula. Net tonnage is used to calculate
the port duties and should not be taken as less than 30 per cent of the ship's gross
tonnage.

31. What is in your Cargo Ship Equipment Certificate (SEC)? Form E?

LSA, FFA, Bridge Equipments, Pilot Ladder

32. SEQ Survey going on, how do you prove to surveyor that your Emergency Fire pump
is serving its purpose?
Rig the Fire hoses Extreme Forward, Extreme Aft, Bridge
Start Emergency Fire pump.
It should be able to generate a 12m water jet when kept at 45 degrees.

33. How do you make sure Isolation Valve is operating properly?

Last vessel I had 9 Isolation valves for Fire Line.
Make sure that Isolation Valves are operating freely. With the deck isolation valve open
we will keep a hydrant open with one man standing near hydrant. Switch on the fire
pump then confirm water in coming out of the opened hydrant. Close the deck isolation
valve and observe the water coming out of hydrant is stopping.

Fire main isolation valves are used when we need to isolate a certain section of a fire
main. When the fire main is compromised either by damage or by fire we can isolate
that section of fire main using isolation valves.
Safety Equipment Certificates covers them

34. Define Restricted Visibility

35. What is the arc of visibility of the 3 red lights on a PDV CBD
36. Factors aNecting safe speed
37. What all rules apply in RV
38. Which vessels are allowed in TSZ
39. What will you do when you hear fog signal forward of the beam?
40. What do you understand by scanty info
41. Who can all enter separation zone?

42. NUC stopped what lights switch oN

43. The vessel aground fog signal more 100m

44. Maintenance on Hatch cover as per your last vessel PMS?

Containers
Perform routine inspections and maintenance as per the maker’s manual and PMS,
including regular check of following:
1. Hatch Covers
2. Accessories and Fittings
3. Load Bearing Pads (Rest Pads)
4. Rubber Packings
5. Compression Bars
6. Anti-lifting Devices
7. Packing Retaining Channels
8. Non-return Valves

Bulk Carrier
Hatch Panels
 (A) Any defects, cracks, holes or deformation of panels, especially around welded
connections of beams / stiNeners.
(B) Any distortion of beams / stiNeners on the underside of top plate.
(C) Carry out regular painting to prevent corrosion.
- Rubber Seals:

(A) Condition of the rubber packing and its compression. Over compression can cause
permanent damage to the seals. Permanent deformation should not exceed 50% of the
design compression.
(B) Regularly clean the underside of paint, rust, and cargo particles. Inspection of cross
joint channels.
- Compression Bars:
(A) For eNective sealing ensure the bar is straight, smooth, undamaged and non-
corroded.
(B) Even slight unevenness / waviness by a few millimetres represents a significant
percentage of under / over compression. If you notice any deformation, carry out a
chalk test.
- Resting Pads:
(A) Check the condition and any compression of the packing beyond maximum limit.
- Draining System:

(A) Post cargo operations, check for damages to drain channels, holes, pipes and non-
return valves.
(B) Keep the drain channels free of rust scales.
(C) Ensure non-return valve is operational and in good condition.
- Securing Mechanisms:

(A) Check the cleats and the snug / saddle to which the cleats are engaged for wear and
corrosion. Ensure they are operating and correctly aligned.
(B) If cleats are fitted with rubber washers, check the washers for physical damage and
hardening caused due to aging.
-Operating Arrangements:
(A) Ensure the hatch movement is smooth and moving parts and trackways devoid of
any grit, cargo dust, dried grease or rust. Check track ways for deformation and wear.
(B) Ensure all moving parts arehos well lubricated and moving freely. Check for wear of
bushes.
(C) Check hydraulic system, oil level, filters and condition of oil. Purge the system in
case required.
- Stoppers:

(A) Stoppers are fitted to keep the panel in its correct position. Closely monitor the
stopper wear down and consult the maker’s manual for allowable limits.
- Other Openings:
(A) Check the seals and closing arrangements of other openings such as hold access
doors, bobby hatches, manholes and ventilators.

45. You are on a containership; you have lost containers overboard What type of
message will you transmit to vessels in the vicinity?
Danger MSG: Alert all vessels in the vicinity AND nearest costal state – broadcast voice
and text safety messages.
Marpol Protocol1 reporting.

46. You are at the port about to load cargo, what all instructions will you give to OOW
with regards to cargo operations. What standing orders would you leave as a Chief
ONicer?
1. Recheck the Line up before commencing cargo operations.
2. Commence loading at a minimum loading rate as agreed by terminal and monitor the
tank pressure once the loading commenced and ensure cargo is going in the correct
tank. If the tank pressure is steadily increasing, tell gas engineer to start the compressor
to maintain tank pressure.
3. Check for any leak of cargo on deck after commencing cargo, if any leak detected
inform terminal and press the ESDS and then call me.
4. Once the pressure is maintaining and not rising tell terminal to increase the loading
rate to 500MT. and then slowly come to full loading rate as agreed.
5. Commence De-Ballast operation as per the plan. Before commencing the operation
inform Gas Engineer to check BWTS.
6. Follow Loading Plan and De-Ballasting Plan.
7. Take the hourly reading of tanks and calculate the loading rate and ETC, same
information to be inform to the terminal.
8. Monitor List, Trim, SF, BM and to be maintained with in the permissible limits.
9. Comply with ship shore safety checklist and repeat the check every 4 hours.
10. Mooring to be attended every hour or as required.
11. Safety round to be carried out by deck hands every hour.
12. Gangway to be always manned.
13 Terminal is on so and so channel. If the terminal is not responding call me.
14. If unable to follow the plan or if the actual and planned values for drafts, list, trim,
SF, BM, GM don’t match call me.
15. In case of any emergency, don’t hesitate to press ESDS and then call me.
16. If in any doubt call me.