Capt: Sangam

1. How will you take over as a second mate? Report to master, sign article of agreement Contact the outgoing 2nd officer, fill up ISM ship familiarization form Go to the bridge and verify

Check navigation equipment and lights are functioning properlyCheck nautical publications are up-to-dateVerify the details, last maintenance of the navigational equipmentsTake over the navigation equipment, nautical publications and manuals.

Check all navigational charts required are onboard looking up on the chart catalogue

Check that the intended voyage passage plan has been made Check on the last correction date of the publications and charts Familiarize with the GMDSS equipment available

Check whether there is any messages to be sent under the master’s supervision

Check if there is any requisition pending for any publications and charts Go to the medical locker and verify

Check medical locker, medicines list and inventory Check the medicines validity and if there is any expired medicines

Check the druggist certificate and take note its expiry Take note of any personnel is under medication Check if there is any requisition pending for the medicines Take over the medical locker

Look up on the muster list and confirm the emergency duties assigned to me Check is there is any other special duties required under the master’s supervision

2. How can you determine if a risk of collision exists?Rule 7: Risk of Collision(a) Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist.(b) Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects.(c) Assumptions shall not be made on the basis of scanty information, especially scanty radar information.(d) In determining if risk of collision exists the following considerations shall be among those taken into account:(i) such risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably change;(ii) such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when approaching a vessel at close range.

3. Can there be a risk of collision even if the compass bearing of a vessel is changing? Why?

Yes, there can be because if it is a very large vessel or a tow approaching at close range.

4. How do you plan a passage from South Africa to South America? Coastal passage and ocean passage. Rhumbline/composite/great circle.5. When plotting your courses what all things will you bear in mind?

a. Take position from norie’s tablesb. Chart catalogue. Take all charts required. Large scale charts for harbours and

approaches. Small scale charts for ocean passage or to see overall area of passage.c. Check if charts are up-to-date.d. Calculate the distance between departure port and arrival port including berth to

pilot, pilot to pilot and pilot to berth using the distance tables. Importance of calculating the distances:

- quantity of oil (fuel, diesel, lub)- ETA at various stages, pilot stations and berths availability so as to

facilitate easy booking of pilots, tugs.e. Draw the route on the small scale charts to estimate the distances.f. Consult Ocean Passages of The World. Provide advice on winds, weather, climate

and seasonal factors, currents, swell, ice hazards and the shortest routes between ports and important positions. Safe distance to pass any dangers.

g. Consult routeing charts. Each chart documents prevailing weather patterns-- wind, currents, wave heights, visibility, surface pressure, sea surface temperature, and ice caps--for 5o sections of the North Atlantic, South Atlantic, North Pacific, South Pacific, or Indian Oceans for a given month of the year.  In essence, a pilot chart contains graphic representations of averages obtained from data gathered over man years in meteorology and oceanography to aid the navigator in selecting the quickest and safest routes.

h. Plot courses on the largest scale charts, taking care to keep well clear of dangers to navigation and to allow margin of safety set by local or company’s regulations and master’s instructions.

i. For ocean passage using great circle tracks, plot the courses on gnomonic chart, select the waypoints along the track and transfer them onto the appropriate mercator charts.

j. To determine whether to use rhumbline or great circle, refer to ASD or OPTW keeping in mind:

- Shortest route is not always the quickest. For example, great circle sailing leads to higher latitudes which pass through adverse weather effect and rough sea. Ship will have problem maintaining course and ends up taking longer time.

- Choice of route depends upon climatic conditions, prevailing weather conditions, currents, proximity to navigational hazards such as ice/offshore activities, draught at various stages of voyage, availability and consumption on bunkers.

k. Consult Admiralty Sailing Directions. Provide with recommended routes/tracks.l. Consult Ship’s Routeing Guides. Provide important passage planning information

and details of traffic separation schemes for major shipping areas.m. Consult ‘Guide to Port Entry’, Admiralty tide tables, NP100 Mariners Handbook.

RHUMBLINE SAILING- The path of a ship that maintains a fixed compass direction, shown on a map as a line crossing all meridians at the same angle. A line crossing all meridians of longitude at the same angle.GREAT CIRCLE SAILING– The path along the arc of the a great circle. If one were to travel along a great circle, it would be difficult to steer manually as the heading would constantly be changing (except in the case of due north, south, or along the equator). Thus, Great Circle routes are often broken into a series of shorter rhumb lines which allow the use of constant headings between waypoints along the Great Circle.COMPOSITE TRACK- A modified great-circle track consisting of an initial great-circle track from the point of departure with its vertex on a limiting parallel of latitude; a parallel-sailing track from this vertex along the limiting parallel to the vertex of a final great-circle track passing through the destination.

6. How will you take over a watch in port?(Attached) Important: Ensure that gangway is clear of any obstruction like bollards.

7. What is SART?Search and Rescue Radar Transponder. It is portable and it indicates the its position to search units. Operation of SART is on (9GHz) and can be interrogated by units operating on

3cm radar. Specs of SART is such that it is identifiable at 5nm from operation at 1 metre

above surface. An aircraft could detect at about 40miles because of its increased height.

SARTs are activated by the radar energy of an approaching search unit and starts its own transmission. First it produces radial line of 12 dots over an approximate 8 mile length, from a position just beyond the distress position. As the search unit closes the target to about 1nm, the dots become small arcs changing to concentric circles when the range closes to a few hundred metres.

9. You are keeping watch on bridge, suddenly you experience restricted visibility. What will you do?

Call master Switch on navigational lights Sound one long blasts at intervals of not more than 2 mins since making way Post extra lookout in and outside of the wheelhouse Keep bridge doors open to listen for fog signals Inform engine room and give short notice for manoeuvring speed. Carry out Master’s standing order Revert to helm steering if required Stop all work on deck and noise that will affect watchkeeping Keep an eye on the weather conditions Close all watertight doors in case of collision Ensure radars are working effectively Comply with rule 19

 

Imagine that the image above is your Radar Screen and your vessel is in the middle of the screen, we then split the radar screen into four quarters

With the Diagram above:If there is an "S" then you would make an early and bold alteration to StarboardIf there is a "P" then you would make an early and bold alteration to Port if there is a vessel dead astern of you and he's overtaking you then you can alter either wayIf there's a vessel on your starboard beam, then alter hard to Port

If you're overtaking a vessel "Take the shortest possible route" to get back onto your original course and go around his stern (Avoid as much as possible crossing ahead of the vessel your overtaking, this is a very dangerous manoeuvre)

10. In restricted visibility, you spot a vessel 16miles away in any direction, what is your action?(d) A vessel which detects by radar alone the presence of another vessel shall determine if a close-quarters situation is developing and/or risk of collision exists. If so, she shall take avoiding action in ample time, provided that when such action consists of an alteration of course, so far as possible the following shall be avoided:(i) an alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken;(ii) an alteration of course towards a vessel abeam or abaft the beam.

11. What special measures do you take in restricted visibility as per ROR? (explanation or example)

12. What actions would you take to avoid collision?RULE 8Action to Avoid Collision(a) Any action taken to avoid collision shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship.(b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit, be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course and/or speed should be avoided.(c) If there is sufficient sea room, alteration of course alone may be the most effective action to avoid a close-quarters situation provided that it is made in good time, is substantial and does not result in another close-quarters situation.(d) Action taken to avoid collision with another vessel shall be such as to result in passing at a safe distance. The effectiveness of the action shall be carefully checked until the other vessel is finally past and clear.(e) If necessary to avoid collision or allow more time to assess the situation, a vessel shall slacken her speed or take all way off by stopping or reversing her means of propulsion.(f) (i) A vessel which, by any of these rules, is required not to impede the passage or safe passage of another vessel shall, when required by the circumstances of the case, take early action to allow sufficient sea room for the safe passage of the other vessel.(ii) A vessel required not to impede the passage or safe passage of another vessel is not relieved of this obligation if approaching the other vessel so as to involve risk of collision and shall, when taking action, have full regard to the action which may be required by the rules of this part.(iii) A vessel, the passage of which is not to be impeded remains fully obliged to comply with the rules of this part when the two vessels are approaching one another so as to involve risk of collision.

13. How would you avoid collision in TSS?RULE 10Traffic Separation Schemes(a) This Rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other rule.(b) A vessel using a traffic separation scheme shall:(i) proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;(ii) so far as practicable keep clear of a traffic separation line or separation zone;(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from either side shall do so at as small an angle to the general direction of traffic flow as practicable.(c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow.(d) (i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 meters in length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone.(ii) Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic zone when en route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger.(e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a separation zone or cross a separation line except:(i) in cases of emergency to avoid immediate danger;(ii) to engage in fishing within a separation zone.(f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution.(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations.(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.(i) A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane.(j) A vessel of less than 20 meters in length or a sailing vessel shall not impede the safe passage of a power-driven vessel following a traffic lane.

14. When loading containers o/d from where will you determine how many containers to load on a particular hatch and if the lashing is proper or not?

I’ll take with me the Cargo Plan and proceed on deck to the bay of the the particular hatch. I’ll then check that the containers which are colour-coded with respect to the bay, row and tier of containers altogether on the particular hatch have been loaded.

15. List the equipment for the safety equipment survey.The CSSE certificate is valid for 5 years and is subject to annual inspection and unscheduled inspections.The form E consists of the record of safety equipment to determine the requirements as to the safety equipment for the shipDOC serves as evidence compliance of construction and equipmentNavigational and Safety related equipment:

1) Operational condition of navigation equipment2) Nautical publication and charts3) Lights and shapes4) Sound signaling apparatus5) Means of embarkation / disembarkation of pilot ladder6) Fire control plan

Fire safety system and appliances:1) Fire doors2) Fire and smoke detection system3) Fire main system and isolating valves4) Fire hoses, nozzles and hydrants5) Fixed installation and alarm system6) Portable extinguishers7) Remote controls and closing arrangements8) Firefighters’ outfits9) Fire pumps, fire dampers10) Date of last fire drill

Life Saving Appliances:1) Survival crafts and equipments2) Lifebuoys, lifejackets and immersion suits3) Launching appliances and rescue boats4) Line throwing apparatus5) Communication appliances6) Record of abandon ship and boat drills

Harmonized System of Survey and Certificates (HSSC) HSSC enter into force 2 Feb 2000:

1) Passenger Ship Safety Cetificate (Form P)2) Cargo Ship Safety Construction Certificate3) Cargo Ship Safety Equipment certificate (Form E)4) Cargo Ship Safety Radio Certificate (Form R)5) Cargo Ship Safety Certificate (Form C)6) International Loadline Certificate

16. How to determine risk of collision in restricted visibility?RULE 19Conduct of Vessels in Restricted Visibility(a) This Rule applies to vessels not in sight of one another when navigating in or near an area of restricted visibility.(b) Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and conditions of restricted visibility. A powerdriven vessel shall have her engines ready for immediate maneuver.(c) Every vessel shall have due regard to the prevailing circumstances and conditions of restricted visibility when complying with the Rules of Section I of this Part.(d) A vessel which detects by radar alone the presence of another vessel shall determine if a close-quarters situation is developing and/or risk of collision exists. If so, she shall take avoiding action in ample time, provided that when such action consists of an alteration of course, so far as possible the following shall be avoided:(i) an alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken;(ii) an alteration of course towards a vessel abeam or abaft the beam.(e) Except where it has been determined that a risk of collision does not exist, every vessel which hears apparently forward of her beam the fog signal of another vessel, or which cannot avoid a close-quarters situation with another vessel forward of her beam, shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.

17. How to plot courses through a TSS with reference to rule 10.(b) A vessel using a traffic separation scheme shall:(i) proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;(ii) so far as practicable keep clear of a traffic separation line or separation zone;(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from either side shall do so at as small an angle to the general direction of traffic flow as practicable.(c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow.

18. What are the advantages of taking all the way off in restricted visibility?(e) Except where it has been determined that a risk of collision does not exist, every vessel which hears apparently forward of her beam the fog signal of another vessel, or which cannot avoid a close-quarters situation with another vessel forward of her beam, shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.

19. How do you check for index error in sextant?Index Error – Caused if the index mirror and the horizon glass are not exactly parallel to each other when

the index arm is set at 0deg 0min. In other words, the difference between the optical zero of the sextant and its graduated zero is called the index error, termed “Off the arc” if the optical zero lies to the right of the graduated zero and termed “On the arc” if the optical zero lies to the left of the graduated zero.There are three methods to check for index error:a) By observing the horizon: Clamp the index arm at 0deg 0min and holding the sextant vertically,

look at the horizon. The reflected image (in the silvered half of the horizon glass) and the direct image (in the unsilvered half of the horizon glass) should appear in a perfect line. If not, turn the micrometer until they coincide exactly. The reading of he micrometer, On or Off the arc as the case maybe, gives the Index error.

b) By observing a star or planet: Clamp the index arm at 0deg 0min and holding the sextant vertically, look at the star or planet. The reflected image and direct image should coincide. If not, turn the micrometer until they do. The reading of the micrometer, On or Off the arc as the case may be, gives the Index error.

c) By observing the sun: Set the index arm at 32 minutes ON the arc. Hold the sextant vertically and look at the sun, using appropriate shades. The reflected image of the sun should appear below the direct image. Turn the micrometer until their closer limbs just touch. Note the reading ON the arc. Next, set the index arm at 32 minutes OFF the arc. Hold the sextant vertically and look at the sun, using appropriate shades. The reflected image of the sun should appear above the direct image. Turn the micrometer until their closer limbs just touch. Note the reading OFF the arc.

d) The name of the index error (ON or OFF the arc) is the name of the reading having higher numerical value. For example, reading obtained are 32.8 minutes ON and 33.4 minutes OFF the arc.

During use at sea, index errors up to 3 minutes may be left in the sextant and allowed for in calculations. If, however, the index error exceeds 3 minutes, it should be eliminated by carefully altering the setting of third adjustment screw situated at the base corner of the horizon glass. Altering the setting of this screw may upset the horizon glass on the other plane, causing side error. Side error and index error should, therefore, be corrected alternately a couple of times until side error is completely eliminated and index error minimized, if not eliminated.

20. How many fire pumps are there on your ship? Where are they located? At least two fire pumps independently driven One main fire pump and one emergency fire pump Main fire pump is located inside the engine room. It is powered by ship’s

generator and contained within Class ‘A’ division bulkhead. Emergency fire pump is located outside the engine room. It has its own

independent power supply. Designed in such a way that any fire

- Will not put both pumps out of action- Separate by class ‘A’ division bulkhead- No passage of smoke between these spaces- Each (main or emergency) pump should be able to produce 2 jets of water capable of reaching any part of the ship between two fire hydrants.

2. How to correct charts?(Attached)

3. How will you know that your publications are up-to date?I will check on the Cumulative List of Admiralty Notices to Mariners (NP234).

Lists all the charts currently available, with a complete cumulative list of all the NMs affecting each chart over the past two years for the list published in January and over the past two and a half years for the list published in July.

5. What is a hydrometer?6. Why do you use a hydrometer?

HYDROMETER1) Used for measuring the relative density of a fluid.2) Usually made in polished steel or brass but they may be made of glass also. A bulb weighted

with lead shot or mercury acts to keep the graduated stem in the vertical position.3) It works on the law of flotation. The mass of stem, float chamber and lead shot are constant.

If the hydrometer floats in a liquid, then the weight of fluid displaced will equal to the volume of the hydrometer times the density of fluid. The density can be determined by practical use of hydrometer.

4) Errors:- Temperature error- Parallex error (height of eye)

5) Precautions:- The sample of water should not be taken from the upper surface, as this will be

probably polluted in some way and will also be at a different temperature to the water round the submerged hull.

- Should not contain any traces of oil- The instrument should be twisted to break surface tension and allow it to settle. (Float

the hydrometer in bucket of water once the liquid is still and then read)- Warm with fresh warm water after use.

8. What is IAMSAR?(Attached)

9. Tell about the search patterns of IAMSAR. When they are used?(Attached)

10. One example when you can use sector search.(Attached)

11. What is COSWP?The Code of Safe Working Practices is concerned in improving health and safety

onboard ships. It must be carried onboard all UK ships while other ships may carry too. It provides guidance to everyone onboard. It consists of 4 Sections, 33 Chapters and 2 Appendixes. The four sections are:

1) Safety Responsibilities/Shipboard Management2) Personal health and safety procedures on ship

3) Work activities common on ship4) Safety onboard Specialist ships

12. Bosun is going forward. You ask him what he is doing. He says that he is going into the fore-peak tank. What will you do?

I will immediately stop him from entering and to report to me. I will inform him that a fore-peak tank is an enclosed space. He will need to complete the procedures for entering an enclosed space. Once completed, a permit-to-work must be approved by Master or responsible

person Also, he cannot enter alone but with a supervision of a competent person and

required number or person as appropriate.

The following precautions should be taken as appropriate, before a potentially dangerous space is entered:1. A competent person should make an assessment of the space and a responsible

officer who is to take charge of the operation should be appointed2. The potential hazards should be identified3. The space should be prepared and secured for entry4. The atmosphere of the space should be tested5. A “Permit To Work” system should be used6. Procedures before and during entry should be institutedProcedures and arrangements before entry:1. Check the atmosphere of the space with approved equipment. Use an oxygen

meter to test oxygen content which should be at least 20% by volume. Use an explosimeter to detect the amount of flammable gas or vapour. The reading should not exceed 1% by volume.

2. Access to and within the space should be well illuminated3. No source of ignition should be taken or put into the space unless the master or

responsible officer is satisfied that it is safe to do so4. Rescue and resuscitation equipment should be positioned ready for use5. The number of person entering the space should be limited to those who actually

need to work in the space6. At least one attendant should be detailed to remain at the entrance to the space

whilst it is occupied7. An agreed and tested system of communication should be established.Procedures and arrangements during entry:1. Ventilation should continue during the entire period that the space is occupied2. The atmosphere should be checked periodically whilst the space is occupied3. Should an emergency occur the general alarm should be sounded so that the back-

up is immediately available to rescue team4. If the air is being supplied through an air line to the person who is unwell, a check

should be made immediately that the air is being maintained at correct pressureProcedures on completion:1. On expiry of the “Permit to Work”, all personnel shall leave the space and the entrance to the space should be closed. The “Permit to Work” should be filed.

13. What do you understand by working aloft and what are the precautions related with it?As per COSWP15.2 Working aloft and outboard15.2.1 Personnel working at a height may not be able to give their full attention to the job and at the same time guard themselves against falling.Proper precautions should therefore always be taken to ensure personal safety when work has to be done aloft or when working outboard. It must be remembered that the movement of a ship in a seaway and extreme weather conditions even when alongside, will add to the hazards involved in work of this type. A stage or ladder should also be utilised when work is to be done beyond normal reach.15.2.2 Personnel under 18 years of age or with less than 12 months experience at sea, should not work aloft unless accompanied by an experienced person or otherwise adequately supervised.15.2.3 Personnel working aloft (above 2 metres) should wear a safety harness with lifeline or other arresting device at all times (see section 4.10). A safety net should be rigged where necessary and appropriate. Additionally, where work is done overside, buoyancy garments should be worn and a lifebuoy with sufficient line attached should be kept ready for immediate use. Personnel should be under observation from a person on deck.15.2.4 Other than emergency situations personnel should not work overside whilst the vessel is underway. If such work has to be undertaken MSCP01/Ch15/Rev1.01/Page 2 lifeboats or rescue boats should be ready for immediate use. Any such work should be closely monitored / watched by a responsible person.15.2.5 Before work is commenced near the ship’s whistle, the officer responsible should ensure that power is shut off and warning notices posted on the bridge and in the machinery spaces.15.2.6 Before work is commenced on the funnel, the officer responsible should inform the duty engineer to ensure that steps are taken to reduce as far as practicable the emission of steam, harmful gases and fumes.15.2.7 Before work is commenced in the vicinity of radio aerials, the officer responsible should inform the radio room or person in charge of radio equipment so that no transmissions are made whilst there is risk to personnel. A warning notice should be put up in the radio room.15.2.8 Where work is to be done near the radar scanner, the officer responsible should inform the officer on watch so that the radar and scanner are isolated. A warning notice should be put on the set until the necessary work has been completed.15.2.9 On completion of the work of the type described above, the person responsible should, where necessary, inform the appropriate person that the precautions taken are no longer required and that warning notices can be removed.15.2.10 Work aloft (above 2 metres) should not be carried out in the vicinity of cargo working, unless it is essential. Care must always be taken to avoid risks to anyone working or moving below. Suitable warning notices should be displayed. Tools and stores should be sent up and lowered by line in suitable containers which should be secured in place for stowage of tools or materials not presently being used.

MSCP01/Ch15/Rev1.01/Page 315.2.11 No one should place tools where they can be accidentally knocked down and may fall on someone below, nor should tools be carried in pockets from which they may easily fall. When working aloft it is often best to wear a belt designed to hold essential tools securely in loops.15.2.12 Tools should be handled with extra care when hands are cold and greasy and where the tools themselves are greasy.

14. How will you go about preparing for a LSA survey? Inspect the lifeboat, buoyancy material, bottom and thwarts. Repaint ship’s name,

port of registry, number, etc. Ensure that the particulars at the bows are clearly visible.

Inspect all lifeboat equipment. Overhaul and renew as necessary. Overhaul davits, winches and blocks, and grease all moving parts Inspect

embarkation and launching arrangements, lower boats into the water. When in water, run the engines testing both ahead and astern. Inspect the stowage, release, launching and embarkation arrangements of the

liferafts Inspect portable radio equipment if provided Inspect lifebuoys, self-igniting lights and self-activating smoke signal Ensure lifebuoys are correctly located Examine lifejackets and ensure that they are appropriately distributed Inspect pyrotechnics and LTA as well as ensure that they are not expired. Test emergency lighting and general alarm system

15. What are the lifeboat and liferaft requirements for a cargo ship?Lifeboat1. A cargo ship shall carry one or more totally enclosed lifeboats of such aggregate

capacity on each side of the ship as will accommodate the total number of persons onboard or one or more free fall lifeboats capable of being free fall launched over the stern of the ship.

2. Chemical tankers and gas carriers to be equipped with a self contained air support system while tankers to be equipped with a fire protected lifeboat.

Constructional requirements: Have ample stability in a seaway and sufficient freeboard when loaded with its full

complement. All lifeboats shall have rigid hulls and holed in any one location below the waterline Every lifeboat launched by a fall or falls except free-fall lifeboats shall be fitted with

a releasing mechanism.

Rescue boat requirements:At least one rescue boat. A lifeboat may be accepted as a rescue boat if it complies with the requirements:

A lifeboat may be accepted if meets the requirements Shall be either rigid or inflated construction or combination of both Shall be capable of manoeuvring at a speed of at least 6 knots

Shall be fitted with an inboard engine or outboard motor

Liferaft1. One or more inflatable or rigid liferafts stowed in a position providing for easy

side to side transfer at a single open deck level and of such aggregate capacity as will accommodate the total number of persons onboard. If not stowed in such a position then the total capacity on each side shall be able to accommodate the total number of persons onboard.

2. Where the horizontal distance from the extreme end of the stern or the stern of the ship to the nearest end of the closest survival is more than 100m shall carry in addition to the liferafts, a liferaft stowed as far forward or aft, or one as far forward and another aft as is reasonable.

General requirements: Capable of withstanding exposure for 30days Can be towed at a speed of 30knots in calm water when loaded with its full

complement Shall have a canopy which is automatically set in place when the liferaft is launched

and is waterborne (the canopy shall have insulation from heat or cold; provided with at least one viewing port; means for collecting rain water)

No liferaft shall have a carrying capacity of less than 6 persons Fittings on liferaft:

-lifelines around the inside and the outside-painter of length equal to not less than 10m plus the distance from stowed position to the waterline in lightest seagoing condition or 15m whichever is greater-a manually controlled lamp (white) at the top of the liferaft-a manually controlled lamp inside the liferaft

17. EPIRB (HRU) and its maintenance.(Attached)

18. How many types of fixed fire fighting systems you had onboard your ship?Two. Sprinkler system for cargo holds and fixed CO2 system for engine room and

machinery spaces.

19. How do you operate a fixed CO2 system? Before operation, Master must ensure that everybody is accounted for. Head

count is carried out. Also, ensure that engine room is sealed air tight to ensure that no air ingress into space to re-ignite fire.

Open cabinet to pull handle to release valve to engine room. Alarm will be sounded.

Pull handle that activates the starting cylinders. This will release the rest of the CO2 in the battery of cylinders.

20. Maintenance of fixed CO2 system.

21. What all trading certificates do you have onboard?(Attached)

22. Your ship met with a collision. What will you do?Immediate actions taken:1. Inform Master2. Inform engine room3. Stop engines4. Sound general emergency alarm5. Mark own ship’s position6. Manoeuvre the ship so as to minimize effects of collision7. Display NUC lightsDuties to be carried out:1. Muster at emergency stations2. Close watertight doors and automatic fire doors3. Switch on deck lightings at night4. Sound bilges and tanks5. Check for fire/damage6. Prepare boats for lowering if requiredCommunications:1. Switch VHF to channel 16 and, if appropriate, channel 132. Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and

imminent danger and immediate assistance is required, otherwise broadcast an URGENCY message to ships in the vicinity

3. Make ship’s position available to radio room/GMDSS station, satellite terminal and other automatic distress transmitters and update as necessary

Subsequent action:1. Damage stability diagrams should be checked for through the damage control

plan. Check for vessel buoyancy. Assess how GM would be affected2. Visually inspect the area of impact. If there is water entering, the rate at which

the water is entering the vessel3. Check if there are toxic fumes or gases and if they pose threat of explosion of

the vessel Keep a record of all the events along with the timings in the bridge log book.

Carry out master’s orders.

23. Now after the collision water is coming inside your ship. What is happening to your ship?Ship is in danger of sinking. Stability affected. Loss of reserve buoyancy.

25. What do you understand by a water tight door?Watertight doors are doors designed to keep water out. These doors are design to maintain the ships stability and able to withstand a flooding in compartment so as not to spread into another compartment. Also, it must be able to withstand the water pressure. Ships make use of watertight doors below the waterline. These doors "break" the continuity of a structural bulkhead therefore they reduce the strength of that bulkhead.

Because of that, they must be engineered to match the bulkhead's strength and therefore watertight doors can look quite bulky and menacing.

26. Where did you find the water tight doors on your ship?Check on the damage control plan or fire control plan.

27. IALA28. If you see a new buoy that is not on the chart or ASD or anywhere, how will you know about the danger of the buoy?

A new buoy out of no where would mean that it is a new danger such as a veesel has just sunk or a new wreck underwater. If there is more than one buoy around it or the buoy is duplicated, it would mean that the danger is grave.

32. Admiralty Notices to Mariners(Attached)

38. Loadline diagram

40. On-load release of lifeboat mechanism

1. When the sea condition is considered to be too severe but the emergency is that great that the risk of an on load launch to drop the boat into the water is determined to be safer to the lives of those in the boat than attempting to carry out the normal ‘off-load’ release.

2. When during an otherwise normal descent davit winch brake fails and stops the boat from reaching the water and there is no one left onboard the ship to rig the embarkation ladder to let the boat’s occupants return onboard; furthermore the situation is such that remaining suspended from the falls and waiting for the parent ship to sink lower in the water is also considered to be too dangerous.

The on-load release capability of the equipment enables the bow and stern suspension hook assemblies to be opened simultaneously even with the craft being towed by the parent vessel of drifting due to wind or tide while still attached to the davit falls. The hook assemblies are opened by cables activated by a release handle unit which is sited at the helmsman position for one person operation

Accidental release is prevented by the inclusion of three safety pin, locking handle and a hydrostatic interlock device which ensures that the equipment cannot normally be operated until the craft is in the water. However, due to the circumstances explained earlier, in case of ultimate chance of escape, the interlock may be over-ridden for emergency launch of the craft by breaking the cover glass and using the safety pin to manually lift the hydrostatic interlocking lever.

In the on-load mechanism, the officer at the steering panel removes safety pin, breaks the glass and manually shifts the lever to the red zone, which in turn activates the push-pull cable and the boat is released from the davit falls.

41. What is safe speed?Any vessel must proceed at a safe speed, which she can to take action to avoid collision and able to stop within the distance for the prevailing conditions (including the visibility, weather, traffic condition, background lights, her manoevrability (e.g. stopping distance and turning circles) and draft in relation with the available water). When radar is in use, also consider if there is any limitations of the equipment, range scale in use, weather and other interference, weak targets, targets density and movement, and use radar to judge the visibility is much accurate for objects nearby.

42. How do you take over a navigational watch? OOW shall not hand over the watch to the relieving officer if there is reason to

believe that the latter is incapable of carrying out the watchkeeping duties effectively, in which case the Master shall be notified.

The relieving officer shall ensure that the members of the relieving watch are capable of performing their duties, particularly as regards their adjustments to night vision

The relieving officer shall satisfy themselves as to ship’s position and confirm its intended track, course and speed, UMS controls and shall note any dangers to navigation expected to be encountered during the watch

If at any time the OOW is to be relieved when a manoeuvre or other actions to avoid any hazard is taking place, the relief of that officer shall be deferred until such action has been completed

The relieving OOW shall personally satisfy them regarding the following:1) Ship’s position, course, speed and draft of the ship2) Prevailing and predicted tides, currents, weather and visibility3) Procedures for the use of main engines when on bridge control4) The operational condition of all navigational and safety equipment5) The gyro and magnetic compass errors6) The presence and movement of ships in sight or in the vicinity7) Any hazards likely to be encountered during the watch8) The possible effects of heel, trim, water density and squat on UKC9) Any additional navigational notice received10) Understand the Master standing orders

43. MARPOL special areas. You are the OOW and the 3rd engineer wants to discharge oil. What’s your action?

Annex 1 special areas: NW European waters including North sea, Irish sea, Celtic sea,

English channel and part of NE Atlantic immediately to West of Ireland

Baltic sea Black sea Mediterranean sea Red sea Gulf of Aden Gulfs area Antarctic area (Lat. 60 degrees South)

Annex 2 special areas: Baltic sea Black sea Antarctic area (Lat. 60 degrees South)

Annex 5 special areas: Wider Caribbean Region including Gulf of Mexico and Caribbean sea North sea Baltic sea Black sea Mediterranean sea Red sea Gulfs area Antarctic area (Lat. 60 degrees South)

Machinery spacesDischarge of oil outside special areas (400GT & above):

1) Proceeding enroute2) Oil mixture processed through an oil filtering equipment3) Oil content of effluent without dilution not exceed 15ppm4) Oil mixture does not originate from cargo pump room bilges on oil tanker5) Oil mixture, in case of oil tanker, is not mixed with oil cargo residues

Discharge of oil in special areas:Same as above except that the oil filtering equipment should be equipped with alarm arrangements to indicate when <15ppm cannot be maintained and automatically stopped when oil content of the effluent exceeds 15ppm.

In Antarctic area, discharge from any ship shall be prohibited.

Cargo area of an oil tankerDischarge of oil outside special areas:

1) Tanker is not within a special area2) Tanker is more than 50nm from the nearest land3) Tanker is proceeding enroute4) Instantaneous rate of discharge does not exceed 30L/nm5) The total quantity of oil discharged into the sea does not exceed- for tankers delivered on or before 31 Dec 1979, 1/15,000 of the total

quantity of the particular cargo of which the residue formed a part- for tankers delivered after 31 Dec 1979, 1/30,000 of the total quantity of

the particular cargo of which the residue formed a part6) the tanker has in operation an oil discharge monitoring and control system

and a slop tank arrangementDischarge in special areas is prohibited

44. List a fixed fire fighting equipment (CO2) and portable fire extinguishers requirements. (Requirements for fixed CO2 system attached)

Fixed fire-extinguishing systems comply with FSS code: A fixed gas fire-extinguishing system A fixed high-expansion foam fire-extinguishing system A fixed pressure water-spraying fire-extinguishing system Fire-extinguishing systems using Halon 1211, 1301 and 2402 and

perfluorocarbons shall be prohibited Steam as a fire-extinguishing medium in fixed fire-extinguishing systems

shall not be permitted. It shall be used only in addition to the fixed fire-extinguishing complying with the FSS code.

Machinery spaces containing boilers shall be provided in addition: At least one portable foam applicator At least 2 portable foam extinguishers, one of which of at least 135 litres

capacity with hoses on reels to reach any part of boiler room A receptacle containing at least 0.1cubic metre sand, sawdust/soda, shovel or

alternatively a PFE.PFE comply with FSS code: PFE in accommodation, services spaces and control stations shall be of

appropriate types and number to satisfaction of the Director/Administration.

Spare charges shall be provided for 100% of the first 10 extinguishers and 50% of the remaining fire extinguishers capable of recharged on board. Not more than 60 total spare charges.

For those cannot be recharged on board, additional similar PFE shall be provided in lieu of spare charges.

One of the PFE shall be stowed near the entrance of space intended. Carbon dioxide FE shall not be placed in accommodation space. In control

station and other spaces, FE of non electrically conductive nor harmful to the equipment or appliances

Ships of 1000 tons and upwards shall carry at least 5 portable fire extinguishers.

45. Where can you find the FFA requirement of the ship? Not in form C or E. I can find it in Fire Control Plan which contains:

Areas protected by class ‘A’ division Areas protected by class ‘B’ division Particulars of fire detection and alarm system Fire extinguishing appliances Means of access to different holds and compartment Ventilation system Fire control system and position Identification of ventilation fans and fire dampers Locations of fire extinguishers, fire fighter outfits, smoke detectors, fire mains,

international shore connection.

46. Your chief cook tells you that there is smoke coming from galley, what is your action? MOST IMPORTANT head count!

Galley fire.Immediate actions to be taken:1. Sound the fire alarm2. Call Master and notify engine room3. Reduce speed4. Muster crew5. Establish communications6. Check for missing and injured crew members7. If an engine room fire, prepare for engine failure8. On locating the fire, notify all onboard of that locationSubsequent actions:1. Assess fire and employ proper fire-fighting techniques:

a. class of fireb. appropriate extinguishing agentc. appropriate method of attackd. How to prevent the spread of firee. The necessary personnel and fire-fighting methods

2. Close down ventilation fans

3. All doors including fire and watertight doors and skylights4. If traffic allows bring vessel in a direction of wind so that spread of would be reduced

Communications:1. Make ship’s position available to radio room/GMDSS station, satellite

terminal or other automatic distress transmitters and update as necessary2. Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and

imminent danger and immediate assistance is required otherwise broadcast an URGENCY message to ships in the vicinity.

47. You feel vibration on ship, what has happen?Grounding.Immediate actions to be taken:1. Inform Master2. Inform engine room3. Stop engines4. Sound general emergency alarm followed by announcement5. Mark own ship’s position6. Display vessel aground lights, make appropriate sound signalDuties to be carried out:1. Muster at emergency stations2. Close watertight doors and automatic fire doors3. Sound bilges and tanks to check if the tanks are damaged causing pollution or

to check if there is ingress of water due to hull damage4. Visually inspect compartments where possibleCommunication:1. Maintain a VHF watch on channel 16 and, if appropriate, on channel 132. Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and

imminent danger and immediate assistance is required, otherwise broadcast an URGENCY message to ships in vicinity

3. Make ship’s position available to radio room/GMDSS station, satellite terminal and other automatic distress transmitters and update as necessary

Subsequent action:1. Sound around ship2. Determine which way deep water lies3. Determine the nature of the seabed. Obtain information on local currents and

tides, particularly details of the rise and fall of the tide4. Reduce the draught of the ship5. Check stability of vessel if there is ingress of water

Keep a record of all the events along with the timings in the bridge log book. Carry out Master’s orders.

48. What is a stowage plan? What is the difference between cargo plan and stowage plan?Working stowage plans are drawn up to assist in advance planning. Master plans definitively document the positioning of containers on board. The bay-row-tier system follows a system of numerical coordinates relating to length, width and height.

The plan shows the location on the ship of every bit of cargo and every container as well as the port where it will be unloaded. The plan is very complicated and is usually worked out using computer programs. Container ships in port will often exchange some but not all of their containers. Some containers will remain and new containers will be loaded. To work out the cargo plan the cargo planners must make sure of the following things.

1. Stack containers in groups that will be removed in different ports; it becomes more expensive if containers are moved around to get to containers at the bottom of the ship.

2. If there are very heavy containers they are usually best placed at the bottom; this stops the ship becoming top heavy.

3. The weight of the containers needs to be evenly spread from the front to the back of the ship.

4. Often the containers are empty, being returned to collect new cargo; empty containers are usually stowed on deck.

5. The weight of the containers needs to be evenly spread from side to side of the ship.

6. They also need to know what is already on the ship and where there are spaces when containers are removed; they will need to group containers that will be offloaded at different ports.

49. How will you secure cargo?I will secure cargo as per the Cargo Securing Manual.

50. What is stackweight?The total weight of the containers and cargo in a certain row.

52. What types of placards on IMDG containers? Enlarge labels affixed to the exterior surfaces to provide warning that the contents

are dangerous goods and present risks. Requirements:

.1 a freight container, semi-trailer or portable tank: one on each side and one on each end..2 a railway wagon: at least on each side.3 a multiple-compartment tank containing more than one dangerous substance or their residues: along each side at the positions of the relevant compartments.4 any other cargo transport unit: at least on both sides and the back of the unit

53. What is hogging and sagging? How will you prevent it? How will you get to know about it?Hogging describes a beam which curves upwards in the middle, and sagging describes a beam which curves downwards. Hogging is the stress a ship's hull or keel experiences that causes the center of the keel to bend upward. Sagging is the stress a ship's hull or keel is placed under when a wave is the same length as the ship and the ship is in the trough of two waves. This causes the middle of the ship to bend down slightly, and depending of the level of bend, may cause the hull to snap or crack.

Prevention is by altering ship’s course. In port, at time of loading, prevention is by distributing cargo weights evenly throughout the whole ship.Watchkeeping officer should be aware of the frequency of waves. It is highest in the middle (amidships), and occurs when the hull is bridging 2 waves (sagging or positive bending). Another situation is when a wave is supporting the hull amidships as if the ship was riding a wave (hogging or negative bending).

54. How will you know that your ship is following the IMO intact stability criteria?Final KG= Final moment / Final displacement

55. How do you get the final moment and final displacement?Final displacement can be calculated by adding lightship and all the cargo weight and other things OR against draft from the ship’s hydrostatic tables.

1. When taking over the bridge equipments what will you check? He wants to listen about the familiarization of the equipments and about the operational manuals.

5. At port how will you determine that your ship is stable at all times? He gave an example of two ships A & B. Ship A loads 50 containers under deck and 50 on deck. Ship B loads 90 containers u/d and 10 containers o/d. Tell which one is stable. You will have to tell him about the shift of COG and explain everything. He is very particular about it.

7. If you are in fresh water loading cargo, can you load above the summer load line? If yes, why and how much.

16. What are the requirements for free fall lifeboats?

24. How will you stop the ingress of water?

29. Precautions on:-- loading general cargo- loading dangerous cargo- aft mooring station

Aft mooring station Fairleads, bollards, drum and bitts should be kept clean and greased Mooring decks should have anti-slip surface A mooring rope should be examined frequently A wire rope should be lubricated constantly Sufficient numbers of hands should be available at the station No standing on the bight of a rope An experienced seaman should be at the winch controls Safe positions to be taken when wires or ropes are under strain Be watchful of the snap-back zones

Sharp angled leads of rope or wire to be avoided Chain stoppers should be used for stoppering off wire

30. Anchoring procedures and terms31. How to know anchor is brought up? (He wants to hear about catenery formation.

33. Disposal of garbage34. Garbage Record Book35. Garbage segregation and overboard discharge36. Overboard discharge for bilge oil (E/rm)

37. SOPEPShipboard Marine Pollution Emergency Plans

39. Intact Stability Criteria

51. How will you load IMDG containers? IMDG code, all 9 classes and 4 segregation types.

HYGROMETER (A)2) Principle: Used for measuring relative humidity and dew point temperature in air, with the

use of a table. Because of capillary action, the muslin always remains damp. If the atmosphere is dry, rapid evaporation takes place from the muslin. Since evaporation causes cooling, the wet bulb thermometer will show a much lower reading than dry bulb thermometer.

3) Precaution:i) Stevenson screen should be on the windward side in open air, from artificial sources of

heat.ii) At least 1.5m above deck for convenience of observer.iii) Should be placed far away from metal bulkheads which will cause heat

radiation that can affect the readings.iv) Whenever distilled water has been changed or added or the muslin

has been renewed or the Stevenson screen has been shifted to the windward side, at least half an hour must elapse before reading the wet bulb.

v) Muslin should be clean, free of dust or salt particles.[Depression of wet bulb = dry bulb reading – wet bulb reading]The larger the wet bulb depression, the drier the air. The smaller the depression, the wetter the air. When there is no depression, the air is said to be saturated.

4) Wet bulb reading higher than dry bulb - Insufficient evaporation taking place from the wet bulb due to dust, salt or other

impurities on the muslin or due to no water on the muslin.- Insufficient time allowed after shifting of Stevenson screen to windward, addition of

distilled water, renewal of wick, etc.- Difference in the sensitivity of thermometers, whereby one of them is slow in recording

sudden change in temperature.- Faulty or broken thermometer.

HYGROMETER (B) – The Whirling Psychrometer1) It is very efficient type of hygrometer2) It consists of a light wooden frame, pivoted to revolve smoothly around a handle. The frame

has two identical Celsius thermometers attached to it, one of them has a single layer of thin muslin tied firmly around it with a string and is called the wet bulb thermometer.

3) The frame is held horizontal and using a dropper, one drop of distilled water is made to fall on the muslin to make it damp.

4) The frame is then whirled in open air for at least two minutes before reading off the wet and dry bulb temperature.

5) By entering the meteorological tables with the dry bulb reading on one axis and the wet bulb on the other axis, the dew point temperature or relative humidity is obtained.

6) Advantages:- very simple instrument

- quick reading- accurate

ANEROID BAROMETER‘Aneroid’ means without liquid. A sealed chamber made of very thin metal having a partial vacuum inside it, is connected by a system of and springs to a pointer fitted over a circular, graduated. This thin metal has an elastic effect. If the atmospheric pressure increases, this chamber get s compressed and the inward movement of its wall is transmitted mechanically to the pointer which then registers a higher reading on the scale.Errors of Aneroid Barometer:

i) Index error – is very likely and is caused by the imperfect elasticity of the chamber. I/E should be checked every month and compared with Precision Barometer or ship’s Mercury Barometer. Before removing this error, it should be corrected for height above the sea level. If the error is to quite large it can be eliminated by a small adjustment on the back of the instrument using screw driver.

ii) Height error – is necessary to convert the reading to that at sea level.[ Correction (mb) = Ht. above sea level(m) / 10 ]Normally, 1mb for every 10mtrs.

Precautions:i) Away from sunlight and where there is vibrationii) Tap instrument before reading, tap the face of the instrument lightly to release any ticking of

levers or pointers due to friction.iii) If I/E is large, adjust with screw driver at the back.iv) Log reading, check with instrument ashore.

TANKSCOPE2) Measures % of hydrocarbon gas in space3) Scale 0% to 100%4) Use it only when LFL more than 2% by volume5) Cannot use if LFL is less than 1%6) Must use before gas freeing7) If the meter shows more than 2% hydrocarbon gas present then continue purging with inert

gas. Stop purging when % of hydrocarbon is less than 2%then commence gas freeing. After the tankscope measures less than 1%, use explosimeter. Once the explosimeter shows less than 1%, the space is safe.

8) Calibration – calibration kit supplied by manufacturer- follow instruction given in ‘calibration kit manual’

- the kit contains either Butane or Propane for calibration purpose.

EXPLOSIMETER1) Measures combustible gas in a space.2) Cannot be used in inert gas condition3) Only can use after gas freeing4) Scale 0% to 100% (full scale in white colour)

5) On the scale of explosimeter, 100% = 1% of LEL6) Explosimeter cannot be used if LFL is more than 1% by volume in the tank7) Calibration - Calibration kit supplied by manufacturer

- Follow instruction in ‘calibration kit manual’- The kit contains either ‘Butane’ or ‘Propane’ gas.

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