Q.

1 TAKE OVER A VESSEL AS A CHIEF OFFICER

1) Before joining on board
Company will send me the Handing over Taking over notes by e-mail. I will go through these notes at home.
After arrival at Company’s office, I will meet with Designated Person Ashore, Company Security Officer
and Fleet Superintendent. They will discuss regarding Planned Maintenance System and some training on it,
Ship Security Plan, Audits, Port State Control Inspections, Flag State Control Inspections and relevant
matters. After meeting I will leave to board the ship.
2) Before boarding the Ship
I will check the condition of the Hull plating, Loadline Mark, Draught Mark, Paint condition, General view
of Bow Thruster, Bulbous Bow, Propeller, Rudder, Anodes, Mooring Ropes with rat guards and canvas
covering the eyes. Cargo gear, Gangway rigging, SWL, No. of persons marking, safety net, gangway wires
properly secured not making any obstruction. Then I will board the ship.
3) After boarding the ship
I will introduce myself to gangway watchman and see if he is wearing proper PPE, and attending me and
agent in proper way like checking my and agent’s identity, giving visitors card to agent and inform off signer
chief officer regarding us and making proper entry in visitors log book. I also check the security level
mentioned at gangway. Then I ask him to send somebody with me to the Master. While going towards
accommodation general view of Deck, air pipes, hatch coamings, if any sound from cargo gears.
4) Report to the Master
I will meet master, hand over him my appointment letter, CoC, Medical certificate and other certificates, and
sign the article of agreement. Ask Master, regarding present voyage, any instructions from the charterer, and
any instructions from him.
5) Meet the Outgoing Chief Officer
Go Through Handing over notes again. Company’s checklist for handing over taking over.
1) Initial familiarization
1. Muster station and Emergency duties
2. Ship’s dimension, lay out, particulars
3. LSA and FFA plans
4. Stability booklet and hydrostatic data.
5. B.W, F.W, Bilges tanks sounding book
6. Damage Stability booklet.
7. Chief Officers Log Book
8. Official Log Book
9. Garbage record book, entries, and Garbage Management Plan.
10. Capacity Plan
11. Ballast System, Valves, any problems faced, Ballast Water Management Plan, B.W. Record Book
12. Bilge System, Valves, any problems faced
2) Cargo Operations
1. Normal loading and discharging procedures.
2. Present Stability condition
3. Total Quantity of Cargo to Load/Discharge
4. Balance to Load/Discharge
5. Loading and Deballasting sequence
6. Stack Height and Stack weight
7. Estimated time of completion and Departure
8. Cargo relevant documents
1. DOC
2. Cargo Stowage Plan, Loading Plan
3. Manifest, Dangerous Goods Special Manifest
4. Reefers List, OOG List, Heavy weight Container List
5. Verified Gross Mass certificate
6. Container/Vehicle Packing certificates
7. Shippers Declaration
8. Other cargo relevant documents.
9. IMDG Code with Supplement, current edition.
9. Loadicator
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1. Familiarization
2. User ID and Password
3. Backup system
4. Certificate
5. Test Record File
6. Instructions Manual
7. Printer
8. Paper
10. Stability on Departure
1. Expected Departure Draught, GM, Stresses condition
2. Draught, Trim, Air Draught restrictions at load/Discharge port and any transit restrictions
11. Itinerary of the ship
12. Charterer and Port Requirements
13. Lashing Gears, Lashing Plan and Cargo Securing Manual
14. Cargo Gears, Loose Items and their certificates, Chain Register and its entries
15. Stevedore working hours and deck watches
16. Any Bunkering, Provision, Stores, Fresh Water expected
3) Documents, Certificates and Files
1. Key control log and location of the keys, Ship Security Plan
2. SOPEP
3. G. A. Plan
4. ISM Files
5. DOC & SMC
6. SMS Manual
7. Company Operational Manuals
8. ISM Reports to company and their frequency
9. Crew Familiarization File
10. Rest Hours File
11. Permit to work
12. Non Conformity Report
13. Audit Files
14. PSC Inspection Reports
15. Drydock files
16. Quarterly Listing
Status of various certificates, any survey due, last survey done, any condition of class

4) Maintenance
1. Familiarization with Planned Maintenance Schedule
2. Current Status of Maintenance
3. Repair Log
4. Last Drydock
5. Outstanding NCRs and corrective actions taken
6. Condition of Cargo Gear, Deck, Hatch cover, Lifting Appliances, Mooring Equipments
7. Status of Deck stores, equipments, Status of requisitions
8. Hold Ventilation system
9. Manholes List
10. Light System
11. Go through Chief Officers Log Book
5) Deck Round
1. Operation of Anchoring and mooring equipments and problems faced
2. Last change of brake pad
3. Marking of Bollard pull capacity
4. Snap Back zones
5. Bosun Store
6. Paint Store, Fire Sprinkler System
7. SOPEP Locker and inventory of items
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8. Garbage Control Area
9. LSA & FFA
1. Muster Station
2. Condition of Life Boat, Davit, Winch, Falls and Sheaves
3. Safety equipment on deck
4. Embarkation Ladders
5. Life Rafts
6. Safety Locker, Fireman Outfit, ISC, Chemical Suit
7. CO2 Room
8. Smoke detecting Panels
9. Shutting down of Ventilation
10. Quick Closing Valves
11. Galley Fire Extinguishing System
12. Maintenance Record File
10. Hospital
1. Medical Chest
2. First aid Equipment
3. Condition and expiry of Oxygen cylinders
4. Certificate of Inspection by registered Pharmacist and its expiry
11. My Own Cabin
1. Life jacket condition, light, whistle
2. Immersion Suit
3. Emergency Duties Card
4. Nearest emergency exit
5. Nearest Muster List
6. Nearest Fire Extinguisher
7. Any Dead End corridor
6) Bridge Familiarization
1. Navigational Equipment
2. GMDSS equipment
3. Location of SSAS
4. Filing System
5. Stationary Locker
7) Staff Matters
1. Moral of crew, ability and weaknesses.
2. Work rotation, overtime system.
3. Officer-crew relationship.
4. Efficiency and performance of other duty officers regarding cargo operation.
6) In dry dock
1. Docking plan.
2. Dry dock repair list.
3. Repair works to be done onboard and by dry dock personnel.
4. Surveys to be done on dry dock.
5. Safety regulations, hot works, chemical washings, men entry to enclosed spaces.
6. Emergency contacts/ actions.
7. Power and water supply, telephones.
8. Take over drain plugs.
9. Sewage and garbage disposal arrangements.
10. Status of LSA, FFA, anything sent ashore.
11. Instructions to duty officers and crews.
12. Undocking stability calculations, tank conditions.
13. Closing-opening arrangements of hatches.

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Q.2 How you know that the ship is properly running when you are taking over?
By checking the last audit report and audit files. I can find out if there is any non-conformity and corrective
measures taken. I will also refer to last PSC inspection for any deficiencies and corrective action taken.

Q.3 What would you check in Loadicator?

Loadicator should be ship specific and approved by class.
Have valid class certificate.
Test results should be close to the results of stability booklet.
Carry out the manual calculation to verify the result of the loadicator.
Apparent condition of loadicator, printer and spare rolls should be available.
Loadicator should cover all stability requirements applicable to ship but it is not a substitute for stability
booklet and should be used as supplement.

Q.4 Is loadicator mandatory?

Loadicator is not mandatory for all ships.
As per SOLAS Chapter XII Reg. 11 it is mandatory on Bulk Carrier.
From 1st January 2016 it is required on Oil Tanker and Chemical Tanker. From 1st July 2016 it is required on
Gas Carrier

Q.5 How would you know loadicator is working or not?

I will refer to stability booklet. In it different test conditions are given, I will put the test conditions in the
loadicator and the results should be close to the stability booklet.

Q.6 What do you know about Bulk Cargo?

Bulk cargo is commodity cargo that is transported unpackaged in large quantities. It refers to material in either
liquid or granular, particles form, as a mass of relatively small solids, such as petroleum/crude oil, grain, coal,
or gravel. ... Bulk cargo is classified as liquid or dry.

Q.7 How will you accept shipment as per IMSBC?

As per International Maritime Solid Bulk Cargoes Code (IMSBC) Section 4 (Assessment of acceptability of
consignment for safe shipment).
Every Bulk Cargo has been assigned BCSN (Bulk Cargo Shipping Name). The BCSN shall be supplemented
with UN if it is Dangerous Goods.
As per SOLAS Chapter VI (Carriage of Cargoes) Reg. 2 (Cargo Information), The Shipper shall provide
information on cargo sufficiently advance of loading to enable to take precautions for proper stowage and safe
carriage. The information shall be accompanied by a declaration.
The information shall include:
1. BCSN
2. Group
3. Class
4. UN No.
5. Total Quantity
6. Stowage Factor
7. Trimming Procedure
8. Angle of Repose
9. TML
10. Physical and Chemical properties

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The shipper shall arrange for the cargo to be properly sampled and tested. Appropriate certificates of test will
be provided to the Master.

Q.8 Precautions with Bulk Cargoes.

1. As Bulk cargo always tends to shift due to Rolling which cause reduction of positive stability. To avoid this
trimming should be undertaken.
2. Cargoes like iron ore, quartz and steel scraps are high density cargo. There is a possibility of cargo falling
from height during cargo operations. People working on deck can get injured badly. Care should be taken that
no unwanted personnel are present on the working area of the deck. Persons who are involved in the cargo
operation should wear protective clothing including hard hats, safety shoes and highly visible vests.
3. Many bulk cargoes are dusty by nature. Dust particles are small enough to be inhaled and if inhaled can have
disastrous effects on health. Where possible it is always best to avoid exposure to cargo dust however if
exposure cannot be avoided protective face masks should be worn. Deck machinery should be properly
protected as they can be adversely affected by dust.
4. Liquefaction is a phenomenon in which solid bulk cargoes are abruptly transformed from a solid dry state to
an almost fluid state. Shippers declaration should be thoroughly examined before loading and must make sure
that the moisture content of the cargo to be loaded should not exceed the transportable moisture limit. Spot
checks can also be carried on board ships to check the moisture content.
5. Heavy cargoes place high loads on the structure and structural failure. The load density of the tank top should
never be exceeded. Tank top strength is provided in the ship’s stability booklet. Exceeding the maximum
permissible cargo load in any of the holds of a ship will lead to over stressing of local structure..
6. Sea transportation of bulk cargoes of an organic nature may result in rapid and severe oxygen depletion and
formation of carbon dioxide. The IMSBC code lists the following cargoes as potentially oxygen depleting: coal,
direct reduced iron, sponge iron, ammonium nitrate based fertilisers. Entry of personnel into enclosed spaces
should be permitted only when adequate ventilation and testing of the atmosphere is done with appropriate
instruments. Emergency entry may be undertaken with SCABA.
7. Some cargoes like coal and sulphur can cause severe damage due to corrosion. When sulphur is loaded, any
retained free water filters to the bottom of the holds during the voyage, from where it is pumped out via the
bilges. Pond coal may be liable to react with water and produce acids which may corrode parts of the ship.
8. Residues and dust of previous cargo can contaminate the presently loaded bulk cargo and can cause cargo
stains that are not acceptable. Water ingress may result from leaking hatch covers, back flow through bilge
systems, leaking manhole lids and inadequate monitoring. Cargoes like salt can absorb moisture and dissolve
into a liquid. Sugar can ferment in the presence of moisture. The bilges should be pumped out regularly during
the voyage.
9. Many bulk cargoes have a tendency to heat due to the oxidation process taking place during the voyage.
Common cargoes like coal, sulphur, cotton, fishmeal are liable to spontaneous heating. Coal also emits methane
which is a flammable gas. When mixed with air it can form an explosive mixture. Fire precautions should be
strictly observed on bulk carriers.
The IMSBC code should be consulted for the safe stowage and shipment of solid bulk cargoes. Suitable
precautions and good seamanship should be adopted to minimise and overcome the hazards of bulk cargoes.

Q.9 How Would you load Bulk Cargo?

As per IMSBC Section 4 (Assessment of acceptability of consignment for safe shipment).
Every Bulk Cargo has been assigned BCSN (Bulk Cargo Shipping Name). The BCSN shall be supplemented
with UN if it is Dangerous Goods.
As per SOLAS Chapter VI (Carriage of Cargoes) Reg. 2 (Cargo Information), The Shipper shall provide
information on cargo sufficiently advance of loading to enable to take precautions for proper stowage and safe
carriage. The information shall be accompanied by a declaration.
The information shall include:
1. BCSN
2. Group
3. Class
4. UN No.
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5. Total Quantity
6. Stowage Factor
7. Trimming Procedure
8. Angle of Repose
9. TML
10. Physical and Chemical properties
The shipper shall arrange for the cargo to be properly sampled and tested. Appropriate certificates of test will
be provided to the Master.
I will verify the cargo in Appendix 4 (Index of Solid Bulk Cargoes) and then I will refer in Appendix 1
(Individual Schedules of Solid Bulk Cargoes) for following information:
1. Hazards
2. Stowage and Segregation
3. Hold Cleanliness
4. Loading
5. Precautions
6. Ventilation
7. Carriage
8. Discharge
9. Clean up
10. Emergency Procedures
I will check my cargo is belongs to which group, as bulk cargoes are divided into 3 groups. Group A: Cargoes
which may liquefy if shipped at a moisture content exceeding their TML.
Group B: Cargoes which possess a chemical hazards.
Group C: Cargoes which are neither liable to liquefy nor possess chemical hazards.But they can still be
hazardous.

I will do the following:

1. Check the S.F. of Cargo and Load Density of Tank tops.
2. Take Draught Survey and calculate how much cargo we can load.
3. Enter all the figures in the Loadicator and check Stability criteria and other requirements are fulfilled.
4. Prepare a Pre-stowage plan for the cargo.
5. Consider the hazards of the cargo and take the appropriate precautions.

Q.10 Regarding bulk cargoes what are the main points you need to consider before loading?
The bulk cargoes are divided into three groups.
Group A – cargoes which may liquefy if shipped at a moisture content exceeding their Transportable Moisture
Limit (TML).
Group B – cargoes which possess a chemical hazard.
Group C – cargoes which are neither liable to liquefy (Group A) nor possess chemical hazards (Group B).
Cargoes in this group can still be hazardous.

The main hazards are:

Structural damage:
1. to avoid structural damage cargo to be evenly distributed.
2. Maximum tonnes of cargo loaded in any compartment should not exceed 0.9 X L X B X d where d is
summer draft.
3. If the cargo is untrimmed or partially trimmed the height of cargo peak should not exceed 1.1 X d X SF.
Loss or reduction of Stability:
Cargo should be trimmed properly to avoid shifting of cargo.
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Chemical hazards and corrosive:
Due to emission of toxic and flammable gases, surface ventilation required to avoid this.

Q.11 How would you load high density cargoes?

1. High density cargo has a stowage factor 0.56 m3/t or less.
2. It occupies less space but more weight. So the main concern is structural damage of ship and stresses.
3. To reduce/avoid structural damage, cargo to be distributed evenly and trimmed properly.
4. The maximum tonnes of cargo in any compartment should not exceed 0.9 X L X B X D.
5. If the cargo is untrimmed and partially trimmed the height of the cargo peak should not exceed 1.1 X D X
SF.
6. Rate of loading should be harmonised with deballasting rate.
7. Load density per tank top and hold should not exceed
8. First loading should be near to the hold and not high up to avoid structural damage.

Q.12 What do you know about high density and low density cargo and from where you will get
information?
High density cargo SF-0.56 m3/t or less
Low density cargo SF more than 0.56 m3/t
Information can be obtained from shipper and from IMSBC code appendix 1

Q.13 Shore plan came on board with loading plan. How will you go about it and accept or reject it?
I will enter the information in loadicator to check that
1. Stresses are in safe limit.
2. Stack weight are not exceeded.
3. Load density not exceeded.
4. Segregations requirement complied.
5. Bridge visibility criteria complied.
6. Deballasting rate harmonised with loading rate.
7. Stability criteria complied.
8. Achieving Draught, Trim and GM.
If everything is complying then I will accept otherwise I will ask him to amend /change the loading plan.

Q.14 How will you know how much cargo you can load?
1. Know about the SF
2. Check cargo hold capacity, refer to capacity plan.
3. Check load density of each tank top and hold
4. Weight =volume/SF. Do sum of all cargo spaces.
5. Check load line zones for the passage.
6. Any draft or air draft restriction in loading and discharging port.
7. Make a pre stowage plan
8. Enter all the figure in Loadicator and check the
1. Initial GM
2. Stresses
3. Minimum stability criteria
4. Trim
5. Draught and air draught
9. Loading rate and deballasting rate.
10. Deduct the constants i.e. FW, fuel, stores and ballast etc.
11. Then finalise the amount of cargo which can be loaded.

Q. 15 Hazards of Bulk Cargoes.

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1. Cargo shift has always remained as one of the greatest dangers on bulk carriers. Rolling can also cause
shifting of cargo from one side to the other and reduce her positive stability resulting in the vessel to capsize.
Trimming is undertaken to reduce the danger of cargo shifting.
2. Cargoes like iron ore, quartz and steel scraps are high density cargo. There is a possibility of cargo falling
from height during cargo operations. People working on deck can get injured badly. Care should be taken that
no unwanted personnel are present on the working area of the deck. Persons who are involved in the cargo
operation should wear protective clothing including hard hats, safety shoes and highly visible vests.
3. Many bulk cargoes are dusty by nature. Dust particles are small enough to be inhaled and if inhaled can have
disastrous effects on health. Where possible it is always best to avoid exposure to cargo dust however if
exposure cannot be avoided protective face masks should be worn. Deck machinery should be properly
protected as they can be adversely affected by dust.
4. Liquefaction is a phenomenon in which solid bulk cargoes are abruptly transformed from a solid dry state to
an almost fluid state. Shippers declaration should be thoroughly examined before loading and must make sure
that the moisture content of the cargo to be loaded should not exceed the transportable moisture limit. Spot
checks can also be carried on board ships to check the moisture content.
5. Heavy cargoes place high loads on the structure and structural failure. The load density of the tank top should
never be exceeded. Tank top strength is provided in the ship’s stability booklet. Exceeding the maximum
permissible cargo load in any of the holds of a ship will lead to over stressing of local structure..
6. Sea transportation of bulk cargoes of an organic nature may result in rapid and severe oxygen depletion and
formation of carbon dioxide. The IMSBC code lists the following cargoes as potentially oxygen depleting: coal,
direct reduced iron, sponge iron, ammonium nitrate based fertilisers. Entry of personnel into enclosed spaces
should be permitted only when adequate ventilation and testing of the atmosphere is done with appropriate
instruments. Emergency entry may be undertaken with SCBA.
7. Some cargoes like coal and sulphur can cause severe damage due to corrosion. When sulphur is loaded, any
retained free water filters to the bottom of the holds during the voyage, from where it is pumped out via the
bilges. Pond coal may be liable to react with water and produce acids which may corrode parts of the ship.
8. Residues and dust of previous cargo can contaminate the presently loaded bulk cargo and can cause cargo
stains that are not acceptable. Water ingress may result from leaking hatch covers, back flow through bilge
systems, leaking manhole lids and inadequate monitoring. Cargoes like salt can absorb moisture and dissolve
into a liquid. Sugar can ferment in the presence of moisture. The bilges should be pumped out regularly during
the voyage.
9. Many bulk cargoes have a tendency to heat due to the oxidation process taking place during the voyage.
Common cargoes like coal, sulphur, cotton, fishmeal are liable to spontaneous heating. Coal also emits methane
which is a flammable gas. When mixed with air it can form an explosive mixture. Fire precautions should be
strictly observed on bulk carriers.
The IMSBC code should be consulted for the safe stowage and shipment of solid bulk cargoes. Suitable
precautions and good seamanship should be adopted to minimise and overcome the hazards of bulk cargoes.
Q.16 How to load IMDG cargo? OR Sotwage and carriage requirements for Dangerous Goods in
containers?
1. The carriage of dangerous goods in packaged form shall be in compliance with IMDG code and SOLAS
chapter VII (Carriage of Dangerous Goods).
2. The vessel must have a valid Document of compliance with special requirements for ships carrying
dangerous goods.
3. In all documents related to dangerous goods, the Proper Shipping Name of the goods shall be used.
4. A signed certificate or a declaration by Shipper that the consignment, is properly packaged, marked,
labelled or placarded.
5. A signed container/vehicle packing certificate stating that the cargo in the unit has been properly packed
and secured.
6. From 1st July 2016, Shipper will also provide Verified Gross Mass (VGM) for each container, otherwise
will no be accepted.
7. Shipper should provide the cargo information like UN number, PSN, class, weight and quantity.
8. A special list or manifest in accordance with the classification set out in the IMDG Code, the dangerous
goods on board and their location.
9. A detailed stowage plan, which identifies by class and sets out the location of all dangerous goods on
board.
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10. A copy of these documents shall be made available before departure to the person or organization
designated by the port State authority.
I will refer to IMDG Code Vol. 2 part 3 dangerous goods list to verify the information from shipper and to get
more information.
I will refer to IMDG supplement (EmS) for information on action in event of Fire and Spillage.
I will refer to MFAG to get information in the event of any personal injury.
Then I will take fire and general precautions before and during loading the DG.

Q.17 How would you load container? OR How do you make a cargo plan? What are the important things
that you will consider?
Loading containers must be well planned. Planners are usually employed ashore to plan the order of loading.
Following should be considered:
1. Consult capacity plan for stack weight and stack height.
2. Consult the cargo securing manual for proper securing
3. Distribute containers evenly to reduce stresses, use Loadicator to monitor stress.
4. Load light containers above heavy containers
5. Check that cell guides are clear of obstacles and straight
6. Check the corner post of containers
7. Once loading in the cell guide is completed, the pontoons replaced and secured.
8. Navigation Visibility criteria is complying.
9. The stability criteria is not exceeded.
10. Scheduled list of port that the ship will be calling.
11. Check Trim, List and draught restrictions.
12. Special care for heavy lift cargo or Out of Gauge (OOG) containers and check lashing of cargo also.
13. 40 feet container is not loaded on 45 feet container.
14. Containers on deck require effective securing and lashing.
If IMDG containers then following also checked:
1. Consult IMDG code for segregation
2. Consult EMS for emergencies
3. Corrosive containers should not be loaded on the outboard side of the ship.
If Reefer Containers the following also checked:
1. No. of reefers to be checked whether there is sufficient plug
2. The doors should be facing the correct way
3. Any cold treatment reefers

Q. 18 Loading IMDG containers and under what conditions you will change the shore plan?
I will enter the information in loadicator to check that
1. Stresses are in safe limit.
2. Stack weight are not exceeded.
3. Load density not exceeded.
4. Segregations requirement complied.
5. Bridge visibility criteria complied.
6. Deballasting rate harmonised with loading rate.
7. Stability criteria complied.
8. Achieving Draught, Trim and GM.
If everything is complying then I will accept otherwise I will ask him to amend /change the loading plan.

Q.19 What is stack height and stack weight?

Stack Height
It is the maximum height that containers can be stacked:

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1. To avoid impeding the bridge visibility for navigation,
2. To increase of the effective wind force,
3. Affects the total storage capacity
4. Accessibility to individual containers
Also max weight that can be safely load on to unit area (load density).
It can be found in capacity plan.

Stack Weight
It is the maximum permissible weight that the corner posts of a container can support.
The total stack weight limit is the weight that can be supported safely by the deck or hatch cover.
It can be found in the container securing manual, stability booklet and container capacity plan.

Q.20 What do you know about IMDG Code?

The IMDG code provide guidelines to ensure:
1. Safe carriage or transport of dangerous goods.
2. To protect the marine environment.
3. To facilitate free unrestricted movement of dangerous goods.
It consists of 2 volumes and 1 supplement.
Volume 1 comprises:
Part 1 - General provisions, definitions and training
Part 2 - Classification
Part 4 - Packing and tank provisions
Part 5 - Consignment procedures
Part 6 - Provisions for the construction and testing of packing, International Bulk Containers, large packing,
portable tanks, Multi element gas container (MEGC) and Road tank vehicles.
Part 7 - Transport operations
Volume 2 comprises:
Part 3 Dangerous Goods List, Limited Quantities, Exceptions
Appendix A List of Generic and N.O.S. (Not Otherwise Specified) Proper Shipping Names
Appendix B Glossary of terms
Alphabetical Index
Supplement contains the following:
1. Emergency Response Procedures for Ships Carrying Dangerous Goods
2. Medical First Aid Guide
3. Reporting Procedures
4. IMO/ILO/ECE Guidelines for Packing Cargo Transport Units
5. Safe Use of Pesticides in Ships, Cargo Holds and Cargo Transport Units
6. International Code for the Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level
Radioactive Wastes on Board Ships
Classes of Dangerous Goods:
 Class 1 Explosives
 Class 2 Gases
 Class 3 Flammable liquids
 Class 4 Flammable solids
 Class 5 Oxidizing substances and organic peroxides
 Class 6 Toxic and infectious substances
 Class 7 Radioactive material
 Class 8 Corrosive substances
 Class 9 Miscellaneous dangerous substances and articles

Q.21 What are the details in MFAG and EMS?

EMS is the emergency response procedures for ships carrying dangerous goods.

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It provides guidance for dealing with fires and spillages on board ships involving the DG listed in IMDG.
It contains followings:
1. Instruction to use this guide
2. Introduction to emergency schedule for fire
3. General guidelines for fire
4. Emergency schedule for fire (10 schedules)
5. Introduction to emergency schedule for spillage
6. General guideline for spillage
7. Emergency schedule for spillage (26 schedules)
MFAG
MFAG is the Medical First aid Guide use in accidents involving Dangerous Goods. It gives information about
the particular toxic effects likely to be encountered and recommended treatment.

Q.22 What are the various stresses you will check?

Ship stresses may be divided into two classes:
Structural: Those affecting the general structure and shape of the ship.
1. Hogging and Sagging (longitudinal)
2. Racking (transverse)
3. Shearing Stresses (longitudinal and vertical)
4. Torsion (longitudinally)
5. Water Pressure
6. Drydocking (transverse)
Local: Those affecting certain localities only.
1. Panting
2. Pounding
3. Local weights
4. Vibrations
Stresses on container are:
1. Tensional: Force acting to increase its length
2. Compression: Force acting to decrease its length
3. Shearing: Effect of 2 forces acting in opposite direction along parallel lines.

Q.23 Precautions for Loading/Discharging Dangerous Goods?

1. Check for any damage leakage.
2. Combustible material away from source of ignition.
3. Stow in place not liable to damage or heating
4. Proper segregation as per IMDG
5. Naked light and smoking prohibited
6. Fire fighting appliances in state of readiness
7. PPE and breathing apparatus available if cargo emitting dangerous fumes
8. Ensure accessibility so DG may remove to safety.
9. For explosives cargo avoid bunkering, hot work, radar & radio equipment
10. Funnel and ventilators with flame arrestors if loading explosives
11. DG to be tightly stowed to prevent chafing/movement
12. Securing materials should be compatible with DG
13. Ambient temp in relation to flash point in hot weather
14. If spillage, deal carefully in accordance of IMDG supplement
15. Cargo operation must be supervised by responsible officer
16. Goods giving off dangerous vapours stowed on deck or well ventilated space
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17. For inflammable liquid or gases, precaution against fire and explosion.

Q.24 How do you load or carry grain cargo?

Check for DOA( document of authorization)
Get cargo information from shipper as per SOLAS CH-VI (Carriage of Cargoes), Regulation 2 in advance of
loading to enable to take the precautions which may be necessary for the proper stowage and safe carriage of
cargo.
The shipper should provide the following information:
1. Stowage factor
2. Type of cargo and quantity to load
3. Trimming procedure
4. Angle of repose
Enter all figure in loadicator
Check stability criteria complies with International Grain Code
Refer to Grain Loading Manual.
Loading and deballasting sequence to be made.
Q.25 What are the precautions will you take for loading grain? OR Loading preparation for Grain.
Before loading
1. Compartment must be clean and free from odour.
2. Tank top ceiling should be clean, dry, free from any stain and ensure no infestation.
3. Bilges should be free and cleaned and strum box checked,.
4. Burlap should be laid to prevent the grain from entering the bilge and bilge well.
5. Ventilation system should be checked for proper function.
6. The cargo surveyor will inspect the hold for cleanliness and infestation and will issue the certificate that the
ship is fit to load grain.
7. Then carry out initial draft survey.
During loading
1. Load grain as per pre-stowage plan, follow loading sequence and check stresses.
2. Trimming of cargo
3. Check for cargo infestation.
4. Cargo operation should be supervised by responsible person.
Before sailing and after completion:
1. Fumigate the cargo if required.
2. Cargo holds to be closed and properly secured.

Q.26. Most important documents with Grain.

1. Document of Authorization
2. Grain Loading Manual
International Code for the Safe Loading of Grain in Bulk.

Q.27 Why filled compartments are lashed?

During voyage at sea, the Grain cargo tends to settle down and be compacted. Which result in angle of repose
and cause reduction of GM of the vessel. That is why Filled compartments also need to secure and lashed.
Q.28 What is DOA?
It is an evidence that ship is complying with the requirements of grain code.
Issued by the administration or organisation recognised by the administration or by contracting government on
behalf of administration.
It is incorporated with grain loading manual. Copy of the document available onboard for ships use and
inspection .
Without DOA grain cargo shall not be loaded unless the master satisfied the administration that vessel will
comply the requirements of grain code.

Q.29 Regarding grain what methods are used to reduce or eliminate the adverse heeling effect on grain
shifting?
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The following methods may be used:
Shifting boards (F&P)
Bundling (F)
Saucering (F)
Overstowing (P)
Strapping and lashing (P)
Wire mesh (P)
Q.30 How will you load grain without DOA?
The master satisfy the administration that the ship will comply with the requirements of grain code in its
proposed loading condition.
A ship not having on board a document of authorisation may be permitted to load bulk grain provided that:
1. A total weight of the bulk grain shall not exceed 1/3 of the deadweight of ship.
2. All filled compartment, trimmed, shall be fitted with centreline division extending, for the full length of
such compartments, downwards from the underside of the deck or hatch cover to below the deck line of at
least 1/8 breadth of the compartment or 2.4 m whichever is the greatest.
3. All hatches to filled compartment, trimmed, shall be closed and covers secured in place.
4. All free grain surfaces in partly filled cargo spaces shall be trimmed level and secured in accordance of
overstowing, strapping and lashing, wire mesh.
5. Throughout the voyage the GM after correction of FSE of liquids in tank shall be not less than 0.3m

Q.31 INTACT STABILITY CRITERIA FOR GRAIN SHIP?

1. The angle of heel due to the shift of grain shall not be greater than 12˚ or in the case of ships constructed on
or after 1 January 1994 the angle at which the deck edge is immersed, whichever is the lesser;
2. The net or residual area between the heeling arm curve and the righting arm curve up to the angle of heel of
maximum difference between the ordinates of the two curves, or 40˚ or the angle of flooding (θ),
whichever is the least, shall in all conditions of loading be not less than 0.075 metre-radians; and
3. The initial metacentric height, after correction for the free surface effects of liquids in tanks, shall be not
less than 0.30 m.
4. Before loading bulk grain the master shall, if so required by the Contracting Government of the country of
the port of loading, demonstrate the ability of the ship at all stages of any voyage to comply with the
stability criteria required by this section.
5. After loading, the master shall ensure that the ship is upright before proceeding to sea.

Q.32 What is stowage plan? What are the points you will consider when preparing the stowage plan?
It shows the cargo stowed on the vessel. It may be used to:
1. Loading as per cargo loading plan
2. Stresses within the limit
3. Complying with stability criteria
4. Draughts achieved
5. Port Rotation is correct
6. Cargo Quantity is correct
7. Facilitate discharge
8. Avoid over carriage or short landing
9. Assist in calculating stability
10. Making pre-stowage plans in the future
11. Help in fire fighting
12. Dangerous and special cargo and their segregation
13. Evidence of cargo claims
Q.33 What is Cargo Plan?
It shows the distribution and disposition of all parcels of cargo onboard the ship . Usually include:
1. Total quantity
2. Description and details of cargo
3. Quantity in tonnage port wise in order of call.

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4. Quantity in tonnage hatch wise
5. List of loading ports and rotation
6. Sailing draught
7. Dangerous or special cargo
8. Recommended temperature
9. Total volume of space
10. Chief officers signature and stamp
Q.34 Pre-stowage plan
It is a plan for loading. This plan is drawn after obtainging the necessary details of the shipment:
1. Loading and discharge ports and their order of call
2. Segregation of cargo
3. Stowage location for heavy lifts
4. Special stowage for valuable cargo and those liable to pilferage
5. Refrigerated cargo
6. Marine pollution cargo
7. Corrosive cargo
8. Stability of vessel at all stages of the voyage
9. Good distribution to permit quick turn around
Q.35 What are main consideration when loading deck cargoes?
Before loading cargo on any part of the weather deck:
1. Ensure hatch covers and other openings to spaces below that area are securely closed and battened down;
2. Air pipes and vents are adequately protected, valves, etc. examined for their water tightness;
3. All accumulations of ice and snow are cleared;
4. Deck lashing and uprights are in position prior commencement of loading
5. There is safe and satisfactory access to crew’s quarters, pilot boarding area, machinery spaces and other
working areas of the ship;
6. Openings giving access to above areas can be properly closed and secured;
7. Safety equipment, sounding pipes and valve handles, etc left accessible;
8. It is compact and will not interfere with the navigation and working of the ship
9. The height of the timber deck cargo above the weather deck on a ship within a seasonal winter zone in
winter should not exceed one third of the extreme breadth of the ship. The height of the timber deck cargo
should be restricted so that:
1. Adequate visibility is ensured;
2. Safe margin of stability is maintained at all stages of the voyage;
3. No overhanging shoulders presented to the head sea;
4. The load density of the deck and hatch covers is not exceeded.
10. Lashings Suitable and adequate and be efficiently attached to the deck stringer plate or other strengthened
points;
11. Lashings In contact with the cargo throughout its full height;
12. Provided with a tightening device or system as such that the length of the lashings shall be adjustable;
Q.36 List the general guidelines for the under-deck stowage of logs on a general cargo vessel prior
loading and during loading operations.
Prior to loading
1. I will check each cargo space length, breadth, depth, and the cubic bale capacity
2. I will check from the shipper the various lengths of logs and the cubic volume (log average)
3. I will check the SWL of the Lifting gear to be used for loading
4. Using this information, I will prepare a pre-stow plan
5. I will examine the structural members and frameworks of the cargo spaces and related equipment. If any
damage should be repaired.
6. the bilges should be examined to ensure they are clean, effective and properly maintained.
7. 7 side sparring, pipe guards, etc., designed to protect internal hull members should be in place.
8. Ensure that the opening and closing of any high ballast dump valves are properly logged.
During loading operations
1. Each lift of logs should be hoisted in close proximity to the ship to minimize swinging of the lift;
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2. To prevent damage to the ship and the safety of the worker in the cargo spaces, the log should not be
swinging when lowered into the space. The hatch coaming should be used to stop swinging of the logs by
gently resting the load against the inside of the coaming, or on it, prior to loading.
3. The logs should be stowed compactly, to eliminate as many voids as is practicable.
4. The heaviest logs should be loaded first into the cargo spaces;
5. Logs should generally be stowed in a fore and aft direction, with the longer lengths towards the forward
and aft areas of the space.
6. If there is a void in the space between the fore and aft lengths, it should be filled with logs stowed
athwartships.
7. Athwartship voids should be filled tier by tier as loading progresses;
8. Butt ends of the logs should be alternatively reversed to achieve a more level stowage
9. Extreme pyramiding of logs should be avoided. Logs should be slide fore and aft into the ends of the port
and starboard space.
Q.37 Loading of timber deck cargoes in so far as cargo information, stowage, lashing and ship stability
are concerned.
The following information should be provided by the shipper:
1. Total amount of cargo intended as deck cargo;
2. Typical dimensions of the cargo;
3. Number of bundles;
4. Density of the cargo;
5. Stowage factor of the cargo;
6. Racking strength for packaged cargo;
7. Type of cover of packages and whether non-slip type;
8. Coefficients of friction including covers of sawn wooden packages if applicable.
1. A confirmation when the deck cargo will be ready for loading should be received.
2. Prepare a pre-loading plan according to the ship's Trim and Stability Book.
3. The stability should be within required limits during the entire voyage. When undertaking stability
calculations, variation in displacement, centre of gravity and free surface moments should be considered:
4. Proper instructions for ballast water exchange operations, if applicable for the intended voyage, should be
available in the Ballast Water Management Plan.
5. A lashing plan according to the ship's Cargo Securing Manual (CSM) should be prepared. The certificates
for the lashing equipment should be available in the ship's Cargo Securing Manual.
6. When the initial stability calculations and lashing plan have been satisfactorily completed, the maximum
cargo intake should be confirmed.
7. Pre-load, loading and pre-lashing plans should be distributed to all involved parties (i.e. supercargo,
stevedores, agent, etc.).
8. Weather report for loading period and forecasted weather for the sea voyage should be checked.
9. It should be confirmed that the stevedoring company is aware of the ship's specific requirements regarding
stowage and securing of timber deck cargoes.
Q.38 Why is Timber GM lesser?
1. The Timber deck cargo increases the reserve buoyancy (watertight volume above waterline). It is only
applicable if the deck cargo is well secured and covers the entire length of the ship’s deck up to at least
standard superstructure height.
2. So as not to make the vessel stiff as large GM cause vessel to roll heavily in bad weather which will affect
the timber deck lashing.
Conditions for such a reduction:
1. Vessel must have timber certificate
2. Assigned timber loadline

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Hog Lashings
1. Normally over the 2nd and 3rd tier and may be set ‘hand tight’ between stanchions.
2. Used to ensure that the uprights are steady.
3. If too tight timber will float.
4. The weight of the upper tiers when loaded on top of these wires will further tighten them.
Wire Rope Lashing
1. Used in addition to chain lashing.
2. Passed over the stow from side to side and loop completely around the upper most tier.
3. Turnbuckles are fitted in each lashing for tightening at sea.
Wiggle wire Lashing
1. Fitted in manner of a shoelace to tighten the stow
2. Passed over the stow and continuously through
3. Series of snatch blocks are held in place by foot wires
4. Turnbuckles are fitted from the top of the foot wire into the wiggle wire to keep the lashings tight

Chain Lashing
1. Passed over the top of the stow and secured to substantial pad eyes or other securing points at the outboard
extremities of the cargo
2. Turn buckles are fitted in each lashings for tightening at sea.

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Q. 39 What is ISM?
ISM means International safety management code. It is for the safe management and operation of the ship and
for the prevention of marine environmental pollution. It is adopted by the organisation and came into force on
1st July 2002 as per SOLAS Ch-IX (Management for the safe operations of ships).
The objectives of the ISM Code are to:
 Ensure safety at sea;
 Prevent human injury or loss of life; and
 Avoid damage to the environment with focus on the marine environment and on property.

Q.40 How do you go about it as officer? Or How to check whether ship is complying with ISM.
1. By checking and verifying valid DOC and SMC
2. Last audit report and audit files
3. Status of all files related to ISM
4. Up-to-date company SMS manual
5. Familiarization of crew and officers.
6. Means provided by company like safety posters, various policies, drill schedule, related safety videos.
Q 41 How ISM work or Functional Requirements of SMS?
Every company should developed, implement and maintain a Safety Management System which should include
the following functional requirements:
1. Safety and environment protection policy
2. Procedure and instructions for safe operation of ship and protection of environment.
3. Procedure for reporting accident and non-conformity.
4. Procedure for emergency preparedness.
5. Procedure for internal audit and management review.
6. Define level of authority and line of communication between ship and shore personal.
After successful implementation of ISM Code, the administration will issue a Document of Compliance to the
company for not more than 5 years subject to annual verification.
A Safety Management Certificate will be issued to the ship after verifying that she is managed and operated in
accordance with the Company’s Safety Management System, for not more than 5 years subject to atleast one
intermediate verification.
Q. 42 Give example of ISM checklist.
1. Examples of ISM checklist
2. Enclosed space entry
3. Working aloft
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4. Familiarisation of crew
5. Handing over and taking over
6. Bunkering
7. Hot work permit
Q. 43 Does it only for officers?
It is applicable for all officers and crew
Q 44 What is Planned Maintenance schedule?
The PMS - Planned Maintenance System is a software-based system which allows ship owners or operators to
carry out maintenance in intervals according to manufacturers and Classification society requirements.
The maintenance, primarily supervised by the on board personnel, is then credited towards inspections required
by periodic surveys.
The planning and scheduling of the maintenance, as well as its documentation, must be made according to a
system that is approved by classification societies.
Having a planned maintenance system on ships is now mandatory.
Planned Maintenance system must contain:
1. Planned Maintenance system to be in the English language.
2. Reports in Planned Maintenance system should be in English
3. Planned Maintenance program must include equipment manufacturer requirements.
4. Inventory content
5. Maintenance time intervals
6. Maintenance instructions
7. Maintenance documentation and history
8. Reference documentation
9. Document flow chart
10. Signing instructions
Q.45 Chief Officer Duties as per ISM code?
1. Safety of crew, ship, its cargo and prevention of pollution.
2. Conduct proper familiarisation for new joiners.
3. Monitor the performance of crew during normal operation and during emergencies.
4. Maintenance of ship and equipment as per PMS
5. Reporting of any non-conformity and near misses.
6. Propose plan and checklist for safe operation of the ship.
7. Consult various audit report and check for any observation and take corrective actions implemented.
8. Safe Loading, Carriage and handling of Cargo.
9. Comply with Safety Management System.
Q.46 Chief Officer’s duty as per STCW?
1. To conduct Basic familiarization training for new joiners on
Safety
Security
Various shipboard equipment and their operating procedures
2. To conduct basic training for
Watch keeping
Environment protection
Emergency procedures
3. To prepare on board training programs for crew, cadet including junior officers. Example:
a. Rigging pilot ladder.
b. Understanding helm orders.
c. Duties while berthing and unberthing.
d. Basic knowledge of deck maintenance and tools used on deck.
4. To monitor on their progress and skills and documented in training record books.
5. Watch arrangement and Rest hours for watch keeping officers and crew.
6. To maintain the ship and equipment properly and ready for port state control inspection.

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Q. 47 You have to give job to your crew. How will you go about it? OR How will you assign jobs and
prepare watch arrangements?
I will assign jobs as per STCW-2010 work and rest hour, chapter-VIII (Standards Regarding Watch keeping)
Section A-VIII/I (fitness for duty).

Working Hours arrangement:

1. 8 hours a day under normal circumstances, with one day as rest day.
2. Maximum of 14 hours in any 24 hours period.
3. Maximum of 72 hours in any 7 days period provided with a minimum of 10 hours rest in any 24 hours
period.
Rest hour requirement are as follows:
1. Minimum of 10 hours in any 24-hours period.
2. Minimum of 77 hours in any 7-days period.
3. Hours of rest can be divided in a max of two periods, one of which shall be at least six hours in length.
4. The interval between consecutive periods of rest shall not exceed 14 hours.
5. Seafarer must be granted a compensatory rest period in case if he is called during his rest hours.
6. Drills should be conducted in a manner to ensure minimum disruption of rest period.
7. Ship working hours and rest hours for all crew members should be displayed at crew aaccessible places.
8. A log recording for Rest hours and Work hours should be properly maintained at all times.
Minimum Age:
1. Anyone under age of 18 years not to engage in night works i.e. 12 A.M. to 5 A.M., and jobs where health
and safety is jeoperdised.
2. Rest hours for seafarer less than 18 years old:
1. Working hour not more than 8 hours a day
2. Working hours not more than 40 hours a week
3. Break of atleast 1 hour for main meal of the day
4. 15 minutes rest following 2 hours of continuous work.
Q.48 What is STA and how will you train the cadet and crew for emergency response?
STA means shipboard training and assessment. It helps to devise a structural training program, various
shipboard training methods and assessment of competency.
As per STCW 2010 chief officer is the training officer onboard. STA provides guidance to him to carry out the
training. The training can be carried out by:
Drills
Safety meeting
Safety videos
Safety posters
Placards.
Q.49 Role of classification society.
Role of classification society are:
1. To ensure ship maintain structural strength and watertight integrity of hull and appendages.
2. Safety and reliability of the propulsion and steering system.
3. To keep the vessel seaworthy at all times.
Q.50 How do Classification Society help Chief Officer?
1. Conduct survey on board and issue certificate on behalf of administration.
2. Provides guidelines for the preparation of various survey.
3. Provides technical assistance in case of emergency.
4. Maintain proper record of vessel and issue quarterly listing.
5. Publish various publication relating to safety of maritime.
Q.51 What is Quarterly Listing and who issue it?
It is the status of all surveys and certificates.
It is issued by the class at 3 months interval.
It gives the validity of certificates, last survey done, next survey due and condition of class if any.

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Q.52 Is class mandatory?
Classification of ship is not mandatory.
Q.53 Why most ships are enter in to class?
Ship owners enter their ship in to class to ensure:
1. To get value for money i.e. a sound ship built to internationally accepted standards.
2. favourable charterer arrangement.
3. favourable insurance rates.
4. that the vessel is maintained to international standards through its working life.
Q.54 What do you know about COSWP? Why ships carry it? How does it is relevant to your v/l?
1. COSWP means code of safe working practice for merchant seaman.
2. It is not mandatory for all ships.
3. However it is mandatory for UK registered vessels and vessels in UK waters.
4. All other flag ships carry it because of its comprehensive coverage of almost all shipboard operations with
their safety aspect and promotion of safe working practice on board.
5. It is published by MCA, UK.
6. This code contains 33 chapters with their annexes.
Q.55 What is Risk Assessment?
It is a careful examination of work and the workplace to determine if any hazards could harm to personnel at
work and the property. So decisions made to whether enough precautions taken or need more should be done to
prevent harm. The aim is minimize accident and ill health on board ship.
Elements of Risk Assessment are:
1. Classify work activities
2. Identify hazards and personnel at risk
3. Identify risk controls
4. Estimate the risk
5. Decide the tolerability of the risks
6. Prepare risk control action plan
7. Review adequacy of action plan
8. Ensure risk assessment and control measure are effective and up to date
Q.56 What is Risk Assessment?
It is a careful examination of work and the workplace to determine if any hazards could harm to personnel at
work and the property. So decisions made to whether enough precautions taken or need more should be done to
prevent harm. The aim is minimize accident and ill health on board ship.
Elements of Risk Assessment are:
1. Classify work activities
2. Identify hazards and personnel at risk
3. Identify risk controls
4. Estimate the risk
5. Decide the tolerability of the risks
6. Prepare risk control action plan
7. Review adequacy of action plan
8. Ensure risk assessment and control measure are effective and up to date

Q.57 Initial preparation for Drydocking.

1. Arrange a meeting with the head of departments. Inform them about the dry docking plan.
1. The dry dock, particulars if any, and expected date.
2. To prepare a comprehensive repair list.
3. Arrange another meeting with the head of the departments to go through the repair list
respectively.
4. Determine which repairs can be done onboard by ship’s personnel.
5. Check there is no overlapping of repairs between various departments.
6. Recompile repair list of all departments.
2. Prepare an official repair list, include proper photocopies of plans or diagrams of parts to repair.
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3. Send the repair list to company with the list of repairs to be done by ship’s personnel.
4. Ensure all plans are onboard.
5. Company will approved the list and send back to ship.
6. Head of departments to have copy of repair lists.
7. Send docking plan to dry dock for preparation of dock.
8. Heads of departments to brief crew members regarding dry dock repairs.
9. Safety committee also to be involved regarding dry dock repairs.
10. The surveys due and to be done in dry dock.
11. Required preparation for surveys.
12. Any modification to be carried out.
13. Order the necessary stores, materials for repair jobs by ship's crew.
14. Ask to company for extra officer if deem necessary.
15. Assign duties for officers and brief them about safety and security of the vessel and maintaining efficient
watch at all times.
16. For me overall supervision of deck work list, safety and organization of crew for dry dock and survey.
a. For 2nd officer, supervision of hull cleaning and painting and to keep watch under c/o's instruction.
b. For 3rd officer, in charge for safety while in dry dock and to keep watch under c/o's instruction.
c. Designate personnel for fire patrol and gangway watch.
d. Designate personnel for filling FW and disposal of garbage.
17. I will brief the crew on general safety requirement, dock and regulations to be followed and procedures to
be taken in case of emergency / accident.
18. Stability of the ship to be calculated before entering. Following things to be considered:
1. The GM of the ship, maximum loss of GM during critical period.
2. Vessel to be stable throughout the process.
3. Trim of the ship should be adequate.
4. Vessel should be upright.
5. Amount of ballast, FW, FO, Cargo onboard and their distribution.
6. Cranes to be stowed to avoid obstructions. High antennas to be lowered.
7. Lifebuoys to be removed from deck to avoid over painting.
8. Off-hire time and position to be ascertained and logged (if time chartered)

Q.58 Dry docking. How you will go about it?

Before entry:

1. Stability:
1. Check the stability of the vessel, especially during critical period.
2. Ship is upright
3. Check the vessel at required draft.
4. Slightly trimmed by the stern as per dock requirement
5. Reduce FSE to minimumm
2. Prepare mooring lines. Unused mooring lines stowed.
3. Movable objects to be secured.
4. Gangway/ accommodation ladders to be stowed.
5. Anchors stowed and secured.
6. Overboard discharges to be shut.
7. Switch of speed Log and Echo Sounder.
8. Proper flags displayed as required.
9. Take Soundings of all tanks to check watertight integrity of before entering dock so as to fill up to came
condition before ship refloats
10. Ship power, fire main, fresh water, telephone connections to be ready.
11. Crews standby to assist moorings as required.
12. Standby for dock master and dock mooring gang.

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While entering:

1. Ship line up the keel block

2. Dock gate will close and start pumping out water
3. Reduction of pumping rate when stern post close to the block
4. Critical Instants as the stern post land on the block
5. Ship finally takes the block (sewed)
6. Rate of pumping increases until the water is completely drained off the block
7. The following timings to be logged:
1. When vessel enters dock.
2. When the gate closed
3. When pumping out commenced.
4. When vessel sewed
5. When pump out completed.

After vessel docked:

1. Switch off Bridge equipments, including gyro, heading must be recorded
2. Tanks and bilge soundings throughout the vessel.
3. Ensure that safe access to the ship is provided as per Work Place Safety and Health Act.
4. Obtain followings as soon as possible:
1. Telephone
2. Electricity
3. Water pressure Fire line
4. Garbage facilities
5. Sanitation facilities
5. Records to be kept with copy to dock‐master.
6. Initial inspection of the hull to be done as soon as possible for:
1. The extend of the hull damage if any.
2. The extend of the rudder and propeller damage
3. Suitable and efficient shoring arrangements
4. Suitable and efficient keel blocks
7. Plugs to be removed, if draining of the tanks to be required. Marked Drain plugs for FO/DO/LO should not
be removed.
8. All removed plugs to be in safe custody of C/O.

Q.59 What is WPSHA?

WPSHA means workplace safety and health act. It came in to force on 1st march 2006 by Ministry of
Manpower. It replaced the factory act.
It is intended for the safety of personal working on board ship other than ship’s crew.
It covers the following work when worker working on board:
1. Dry dock gang
2. Cargo operations
3. Bunkering
4. Surveyors
5. Shore painting gang
6. Tank cleaning gang
7. Persons engaged for repair and maintenance of ships equipment.
Q.60 What are the duties of chief officer as per WPSHA?
Chief Officer is responsible for providing the safety for the workers working on board:
1. Safe access and walkways to ship
2. Gangway is in good condition provided with safety net.
3. Deck, accommodation and working places properly illuminated.
4. Deck is free of oil and grease to avoid slippery.
5. Railing, bulwarks and ladders must be in good condition.
6. Hatch cover and coaming is in good condition.
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7. All cargo gears and loose gears used for work must be in good order to avoid any accident.
8. Risk assessment should be carried prior to any work.
Q.61 Concern before floating vessel in drydock.
1. Stability
1. Stability condition to be kept as close as when ship entered the dock
2. Sufficient positive GM during critical period
3. No changes in weigh distribution
4. Minimum Free Surface Effect
2. On Deck
1. All shore facilities disconnected and secured, e.g. Telephone, Fire line, Ladder
2. All cargo gears to be secured in sea going condition
3. Anchor secured and marked
3. Bridge
1. Start all the equipment including Gyro and check the heading
4. Hull and Bottom
1. Secure all plugs
2. Overboard discharge valves
3. Anodes
4. Propeller and rudder free from obstructions
5. Speed Log and Echo Sounder transducers, tape removed
5. Inform Engine Room about timings of refloating
6. Follow predeparture checklist
7. Take soundings of all tanks
8. Sign Authority to Flood certificate
Q.62 Concern when Flooding.
1. Take soundings to check for watertightness of ship
2. Following timings to be logged:
1. Commencement of flooding
2. Vessel afloat
3. Dock gate open
4. Vessel cleared from dock

Q.63 Surveys in Drydock.

1. Special Survey
To renew class certificate.
2. Enhanced Survey Programe
For Tankers, Bulk carriers and Combination carriers more than more than 15 years.
3. Docking Survey
1. Two ‘Docking Surveys’ are required to be completed within any 5 year survey cycle.
2. Max period between two successive dockings not to exceed 36 months and one must coincide with
Special Survey.
3. The ‘Intermediate Docking Survey’ may be replaced with an ‘in-water survey’, if the ship meets the in-
water survey & IWS notation. (Note: IWS not permitted for ESP ships over 15 years).
4. Renewal survey
All other statutory certificates under HSSC.
Q.64 What is Docking Survey?
Condition of hull and its openings
1. Welding seams and butts
2. Side and bottom shell, bilge keel, strakes for any deformation, dents, damage, corrosion and cracks
3. The condition of paint coating and cathodes protections
4. The condition of thruster that the protective gratings are not damage, blades free from deformation, dents,
cracks and damage.

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5. The condition of inlet and outlet of sea valves, checks for corrosion, cracks, leakage, blockage, gasket,
distance piece and the valve connection bolts and stud. The storm valve mechanism is functioning.
Condition of rudder
1. Checks that the rudder is free from cracks, deformation, dents and damage
2. Checks that the pintle is free from damage, corrosion, missing parts. Bearing clearances to be measured
and within acceptable range.
3. The wearing of the bush, usually a strong wood, lignum vitae used for lubricating bearings, ensure that is
not worn off, and replace when rewuired
4. Pressure test on the rudder to checks for any leakage
Condition of propeller
1. Checks that the blades of propeller is free from cracks, deformation, corrosion, dents, damage or missing
parts.
2. The clearance measurement of the stern tube is obtained and be within the acceptable range otherwise
replace. The condition of stern tube seal to be free from oil leakage.
3. Checks the condition of wear down of oil for lubricated bearings. Upper and lower surface to be measured,
to find the sinkage, sinkage should be within acceptable limits.
4. Checks the condition of guard ring or also known as rope guard.
Anchor and chain
1. Checks the anchor is free from damage, cracks, or dent (e.g the shank)
2. Check the anchor is not bend, the two end side should be align when laid on a flat surface.
3. Ranging of anchor cables to be done.
Q.65 Fire in cargo hold at 0200 hrs what is your action?
1. Sound general emergency alarm and proceed to muster station.
2. Head count and report to bridge for any missing crew or casualties.
3. Emergency team proceed to scene of fire with 2 man wearing fireman outfit and SCBA.
4. Close ventilation and cut off power supply.
5. Back up team to start boundary cooling and 2 man back up for firefighting team.
6. Support team prepare survival craft and prepare first aid equipment.
7. Close all fire doors and watertight doors access to hold.
8. Refer to stowage plan to identify the type of cargo on fire.
9. If any DG cargo in hold then I will refer to IMDG supplement for Ems procedure.
10. If it is localise fire or small fire, I will try to extinguish by fire fighters.
11. If the fire appears to be controllable with those, I will extinguish the fire till satisfaction.
12. If there is a whole cargo hold fire or if fire is uncontrollable then bring the fire fighters out of cargo hold
and report to bridge for flooding of cargo hold with fixed fire extinguishing system.
13. If master agree then confirm nobody inside the hold and hold is properly sealed.
14. Then flood the cargo hold with extinguishing system.
15. Keep the record of all events.
16. Monitor adjacent compartments for any breakout of fire.
17. If water is used to fight the fire, consider loss of stability and refer to damage stability booklet for loss of
stability.
18. In the case of DG in cargo hold:
19. Refer to stowage plan and DG manifest to identify the type of cargo.
20. Refer to IMDG vol 2 part 3 to get more information about the cargo.
21. Refer to IMDG supplement for EmS fire procedures for that cargo.
22. Refer to IMDG supplement for MFAG to prepare necessary medicine in case of fire fighter get injured.
Q.66 Fire in accommodation.
1. Sound general emergency alarm.
2. Reduce ship speed
3. Proceed to muster station.
4. Head count and report to bridge.
5. Locate the fire location.
6. Close ventilation and cut off power supply.
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7. Close all fire doors and watertight doors access to hold
8. Emergency team proceed to scene of fire with 2 man wearing fireman outfit and SCABA.
9. Back up team to start boundary cooling and 2 man back up for firefighting team.
10. Monitor adjacent compartments for any breakout of fire.
11. If the fire is in any cabin the entry can be disastrous
12. To cool down the interior the bottom panel of the door to be break
13. From there direct a jet to the deck head. This will cool down the cabin
14. Now to enter the cabin behind a protective spray curtain.
15. Keep the record of all events.
Q.67 Why boundary cooling?
1. To cool the six sides of the compartment
2. Cool the compartment itself
3. Prevent the spread of fire by conduction through the an bulkhead
4. Boundary cooling uses water, thus the concern will be the introduction of FSE
Q.68 What is IAMSAR? How it helps you?
IAMSAR means international aeronautical and maritime search and rescue. As per SOLAS ch-V reg 21. All
ships shall carry an up to date copy of IAMSAR Vol.III
It consists of 3 volumes:
Vol 1- organisation and management
Vol 2- mission co-ordination
Vol 3- mobile facilities
The contents of vol 3:
Section 1 – overview
Section2- rendering assistance.
Section 3- on-scene co-ordination
Section 4- on board emergencies.
Appendix A- reg 33 of solas ch-V
Appendix B- search action messages
Appendix C- factors affecting the observer’s efficiency.
Appendix D- standard format for SAR situation report.
Appendix E- SAR briefing and de-briefing form.
Appendix F- Examples of action cards- own emergencies.
Appendix G- Examples of action cards- rendering assistance.
It aim to assist authorities to establish effective Search and Rescue.
Promote harmonization of aeronautical and maritime Search and Rescue.
Ensure person in distress will be assisted without regard to their location, nationality and circumstances.
Q.69 You are going to rescue people or master informs to proceed to distress position. what is your
action?
I will refer to IAMSAR vol 3 and MSC 1182 (Guide to recovery techniques). Also we have ship specific plan
and procedure for recovery of person from water or from small craft.
While proceeding, I will make following preparations:
Life saving and rescue equipment:
1. Life boat, life rafts, life jackets, immersion suits, life buoys
2. Line throwing apparatus, buoyant lines, Hauling lines
3. Rescue baskets, Pilot ladders, scrambling nets
Signalling Equipment:
1. Signalling lamps, Search lights, Torches
2. Flare pistols, floating lights, smoke generators, dye markers
3. Loud hailers
Medical and other assistance:
1. Stretcher, blanket, medical supplies and medicines
2. Clothing, food, shelters
Boarding of survivors:
1. First of all I will ask followings from the Master regarding the survivals:
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1. No. of Persons
2. Type of craft
3. Distress type
4. Time to arrive
2. Now I will do the Risk Assessment
3. I will check the condition and SWL of all my lifting appliances and other cargo gears which I will used in
the rescue operation.
4. Then I will prepare the followings:
1. Guest warp from bow to quarter at the waterline on each side and secured by lizards to the ship's side to
assist boats and rafts to secure alongside;
2. A derrick rigged ready for hoisting on each side of the ship with a platform cargo sling, or rope net,
secured to the runner to assist the speedy recovery of exhausted or injured survivors in the water;
3. Heaving lines, ladders and scramble net placed ready for use along both sides of the ship on the lowest
open deck and possibly crew members suitably equipped to enter the water and assist survivors;
4. A ship's life raft made ready for possible use as a boarding station. Inflatable life rafts should not be
activated unless required;
5. Preparations to receive survivors who require medical assistance including the provision of stretchers;
6. When own lifeboat is to be launched, any means to provide communications between it and the parent
ship will prove to be of very great help;
7. A line-throwing appliance with a light line and a heavy rope, ready to be used for making connection
either with the ship in distress or with survival craft.
8. At night, searchlights should be used or some form of surface illumination should be contrived.

Q.70 Master informed you port is closed. You are proceeding to anchor. What is your action if master
drunk. What is your action? OR Anchor after long passage.
1. Proceed to bridge
2. Check the chart
3. Average depth of water
4. Nature of sea bed for holding ground
5. Any navigational hazards in the vicinity
6. Traffic conditions
7. Prevailing weather conditions
8. Wind & tide or any current etc.
9. Discuss with master in brief the approach plan & expected no. of shackles to let go or walk back & if any
special instruction.
10. Don the required PPE
11. Proceed forward with crew as per their duty roster & have a tool box meeting for the operation.
12. Establish contact with master on bridge & ensure proper illumination if operation is during night.
13. Ask engine room to give power of windlass.
14. Unlash both anchors, remove spurling pipe and hawse pipe covers. Engage the gear. Lower a bit to break
the cement if put on the hawse pipe or spurling pipe. Test the windlass.
15. Lower the anchor to cock bill position. Tight the brake “on” for letting go or if walk back engaged with
gear, anchor ball ready, & inform master that the vessel is ready to let go or walk back the anchor.
16. Keep a check on the other vessel in the vicinity for any drag &safe passage & clearance during the
entire operation & keep informing master about the same.

If the master is drunk:

1. Order anchor party for anchor station.
2. Tell them to prepare anchor.
3. Choose appropriate anchorage.
4. Check the nature of sea bed, check depth.
5. Determine scope, how much cable to pay.
6. Determine wind direction and force.
7. Determine tidal stream, rate and direction
8. Head to wind if no tidal stream.
9. Follow the anchoring procedure.
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10. Determine whether to walk back or let go. Depends upon the depth of the water.
11. Scope= (Square root of depth) + 27.5m
Q.71 Chief Officer Role in maintenance of FFA?
As per SOLAS Ch-2, Reg. 14, a maintenance plan shall be kept on board and shall be available for inspection
whenever required by the administration.
The maintenance, testing and inspection shall be carried out as per MSC.circ1432.
Weekly
1. Control Panel Indicators of :
1. Fixed fire detection and alarm systems
2. Fixed gas fire-extinguishing systems
3. Fire doors
4. Water mist, water spray and sprinkler system
2. Public address and general alarm systems
3. Breathing apparatus and EEBD cylinder gauges
4. Low-location lighting are functional
Monthly
1. Fire mains, pumps, hydrants, hoses and nozzles: are in place & properly arranged
2. Fixed gas fire-extinguishing systems: pressure gauges are in proper range
3. Foam fire-extinguishing systems: pressure gauges are in proper range
4. Water mist, water spray and sprinkler systems: section valves are in proper position, sprinkler tank water
level, test automatic starting
5. Firefighter's outfits: check full inventory
6. Portable foam applicators: are in place & properly arranged
7. Wheeled (mobile) fire extinguishers: are in place & properly arranged
8. Fixed fire detection and alarm systems: test sample of detectors and manual call point.
Quarterly
1. Fire mains, fire pumps, hydrants, hoses and nozzles: ISC in serviceable condition
2. Foam fire-extinguishing systems: verify quantity of foam concentrate
3. Ventilation systems and fire dampers: test
4. Fire doors: Test all fire doors
Annual
1. Fire mains, fire pumps, hydrants, hoses and nozzles: Vvisually inspect & test emergency fire pump,
hydrants, and pressure test of hoses. Examine all filters, nozzles
2. Fixed fire detection and fire alarm systems: Test all system and emergency power supply.
3. Fixed gas fire-extinguishing systems: Visually inspect, hydrostatic test date, audible & visual alarms,
hoses, pilot release piping, all fuel shut off control, cylinders, section v/v
4. Foam fire-extinguishing systems: visually inspect, test audible alarm, check pressure & capacity, all filters,
section valves, clearing obstructions by blow dry compressed air
5. Water mist, water spray and sprinkler systems: verify proper operation, examine cylinders, hydrostatic test
date, check audible & visual alarms, pump capacity, test anti freeze system, examine filters, section valve,
emergency power supply
6. Ventilation systems and fire dampers: test for remote operation
7. Fire doors: Test for remote operation
8. Breathing apparatus: air recharging system, face masks, air demand valves, EEBD
9. Portable foam applicators: verify proportioning ratio and in proper order.
10. Wheeled (mobile) fire extinguishers: periodical inspection as per manufacturer.
11. Galley and deep fat cooking fire-extinguishing systems: as per manufacturer.
Two-year
Fixed gas fire-extinguishing systems
1. All cylinders including pilot cylinders weighed or their contents verified for above 95 percent charge.
Cylinders less than 95 percent charge should be refilled.
2. Blow dry compressed air or nitrogen through the discharge piping to are clear of any obstructions.
Otherwise may require the removal of nozzles.
Five-year service
1. Fixed gas fire-extinguishing systems: internal inspection.
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2. Foam fire-extinguishing systems: internal inspection
3. Water mist, water spray and sprinkler systems: internal inspection
4. Breathing apparatus: Hydrostatic test
5. Low-location lighting: test the Luminance of all system
6. Wheeled (mobile) fire extinguishers: Visually examine each type extinguisher
Ten-year service
1. Fixed gas fire-extinguishing systems: hydrostatic test of 10% cylinders. If one or more cylinders fail, a total
of 50 percent cylinders tested. If further cylinders fail, all cylinders tested; flexible hoses should be
replaced
2. Water mist, water spray and sprinkler systems: hydrostatic test
3. Wheeled (mobile) fire extinguishers: hydrostatic test
Q.72 Fixed fire installation on board. What are they? How do you carry out maintenance of fixed CO2
system?
Fixed fire Installations are following:
1. Fixed Gas (CO2) fire extinguishing system
2. Fixed foam fire extinguishing system
3. Fixed pressure water spraying system
The following checks to be carried out for CO2 system as per MSC.circ.1432:
Weekly
1. Verify all control panel indicators, section valves
Monthly
1. Verify cylinders fitted with pressure gauges are in the proper range
Annually
1. Visually inspect all components
2. Externally examine all cylinders
3. Check the hydrostatic test date
4. Test all audible and visual alarms;
5. Section valves are in the correct position;
6. Connections of all pilot release piping and tubing for tightness;
7. Examine all flexible hoses
8. Test all fuel shut-off controls
9. Boundaries of the protected space visually inspected
Two-yearly
1. all cylinders including pilot cylinders weighed or their contents verified to confirm that each cylinder is
above 95 percent charge. Cylinders less than 95 percent charge should be refilled.
2. Blow dry compressed air or nitrogen through the discharge piping to clear of any obstructions. Otherwise
may require the removal of nozzles
Five-yearly service
1. Internal inspection of all control valves
Ten-yearly service
1. Hydrostatic test of 10 percent cylinders including pilot cylinders. If one or more cylinders fail, a total of 50
percent cylinders tested. If further cylinders fail, all cylinders should be tested;
2. flexible hoses should be replaced
Q.73 Chief Officer Role in maintenance of LSA?
As per SOLAS Ch-3, Reg. 20, before the ship leaves the port and at all times during the voyage, all LSA shall
be in working order and ready for immediate use.
Instruction for on board maintenance of LSA shall be carried out as per SOLAS Ch-3, Reg. 36. Also refer to
MSC Circular 1206 (Measures to prevent Accidents with Life Boats)
Weekly inspection
1. All survival craft, rescue boats and launching appliances shall be visually inspected. the condition of hooks,
their attachment to the lifeboat and the on-load release gear being properly and completely reset;
2. All engines in lifeboats and rescue boats shall be run for not less than 3 minutes, During this period of time,
the gearbox engaged and run ahead and astern. If a rescue boat motor not allow to run its propeller
submerged for a period of 3 minutes, a suitable water supply may be provided.
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3. lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their stowed position, without any
persons on board, to the extent necessary to demonstrate satisfactory operation of launching appliances, if
weather and sea conditions allow
4. the general emergency alarm shall be tested.
Monthly inspections
1. All lifeboats, except free-fall lifeboats, shall be turned out from their stowed position, without any persons
on board if weather and sea conditions so allow.
2. Inspection of the life-saving appliances, including lifeboat equipment, using the checklist required by
regulation 36.1 to ensure that they are complete and in good order. A report of the inspection shall be
entered in the log-book.
Annually
1. Servicing of inflatable liferafts, inflatable lifejackets. If impracticable administration may extend this
period to 17 months; at an approved servicing station
2. All repairs and maintenance of inflated rescue boats shall be carried out in accordance with the
manufacturer’s instructions. Emergency repairs may be carried out on board the ship; however, permanent
repairs shall be effected at an approved servicing station.
3. Hydrostatic release units, other than disposable hydrostatic release units, shall be serviced. If impracticable,
the Administration may extend this period to 17 months
4. Containers, brackets, racks, and other similar stowage locations for life-saving equipment shall be marked
with IMO symbols indicating the devices stowed in that location for that purpose. If more than one device,
the number of devices shall also be indicated.
5. Launching appliances shall be maintained as per Reg. 36, thorough examination annually; a dynamic test
of the winch brake at maximum lowering speed for the lifeboart or rescue boat without persons. At
intervals not exceeding five years, the test shall be carried out with a proof load equal to 1.1 times the
weight of the survival craft or rescue boat and its full complement of persons and equipment.
6. Lifeboat or rescue boat on-load release gear, including free-fall lifeboat release systems, shall be
maintained as per Reg. 36, thorough examination annually.
7. Davit-launched liferaft automatic release hooks shall be maintained as per Reg. 36, thorough examination
annually.
5 Yearly
1. Launching appliances dynamic test of the winch brake at maximum lowering speed for the lifeboart or
rescue boat with a proof load equal to 1.1 times the weight of the survival craft or rescue boat and its full
complement of persons and equipment.
2. Davit-launched liferaft automatic release hooks operationally tested under a load of 1.1 times the total mass
of the liferaft when loaded with its full complement of persons and equipment whenever the automatic
release hook is overhauled.
SOLAS Chapter 3, Regulation 36 (Instructions for on board maintenance)
1. A checklist for use when carrying out the inspections
2. Maintenance and repair instructions
3. Schedule of periodic maintenance
4. Diagram of lubrication points with the recommended lubricants
5. List of replaceable parts
6. List of sources of spare parts
7. Log for record of inspections and maintenance
Q.74 Life Boat lowering in Port
As per SOLAS Chapter-3, Reg. 19 (Emergency Training and Drill)
The administration may allow ships operating on short international voyages not to launch the lifeboats on one
side if their berthing arrangements in port and their trading patterns do not permit launching of lifeboats on that
side. However, all such lifeboats shall be lowered at least once every three months and launched at least
annually.
Q.75 How will you carry out boat drill?
As per SOLAS Chapter-3, Reg. 19 (Emergency Training & Drills)
Each abandon ship drill shall include:

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1. Summoning of crew to Muster stations with the alarm followed by drill announcement of the P.A. System or
other communication system and ensuring that they are made aware of the order to abandon ship.
2. Reporting to stations and preparing for the duties described in the muster list
3. Checking that the crew are suitably dressed
4. Checking that life jackets are correctly donned
5. Lowering of at least one life boat after any necessary preparation for launching
(Free fall life boat, at least once every 3 months with crew onboard, properly secure in their seats and
commence launch procedures without using release hook. Free fall launched with or without operating crew
and manouevred in water. At not more than 6 months launche by free fall with operating crew only or
simulated launching.)
6. Starting and operating the lifeboat engine
7. Operation of davits used for launching liferafts
8. A mock search and rescue of crew trapped in their staterooms
9. Instruction in the use of radio lifesaving appliances
Q.76 How many drill on board?
1. Abandon ship 1 month
2. Fire Fighting 1 month
3. Oil Pollution 1 month
4. Emergency Steering Gear 3 months
5. Main Engine Failure 3 months
6. Collision 6 months
7. Grounding 6 months
8. Flooding 6 months
9. Search, Rescue and Salvage 6 months
10. Man overboard 6 months
11. Pirate attack 3 months
12. Rescue operation in Enclosed Space 1 month
13. Helicopter Recue 3 months
14. Emergency Towing 6 months
15. Toxic Vapour Release 3 months
16. Heavy Weather Damage 3 months
Q.77 What is Chain Register?
The Chain Register (Factory Act Book) is a legal document of similar standing to the official log book or oil
record book and must be treated accordingly. It is a declaration on the ship's part that her cargo gear complies
with the regulations.
Register and all forms and certificates must be kept onboard for at least 5 years after the date of last entry.
Register is kept and maintained by chief officer.
It consists of 2 parts:
Part-1
1. Initial inspection and certification of lifting appliances and loose gears.
2. Annual inspection of lifting appliances and loose gears
3. 5 yearly through examination of lifting appliances
4. Heat treatment and annealing
5. Re-testing of gear after damage and repair.
Part-2
1. Regular inspection of loose gear
2. Fill up only when inspection indicates any defect.
Q.78 What is MSDS and what do you know about it?
MSDS is material safety data sheet.
Required by SOLAS Ch-VI Regulation 5.1
It should be prepared and provided by manufacturer before loading of oil cargo or bunkering.
MSDS came into force from 1st July 2009.
The purpose of MSDS is for the safety of crew, ship and property.
As per ANSI (America National Standards Institute) the format of following 16 sections provided:
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1. Identification
2. Hazard(s) identification
3. Composition/information on ingredients
4. First-aid measures
5. Fire-fighting measures
6. Accidental release measures
7. Handling and storage
8. Exposure controls/personal protection
9. Physical and chemical properties
10. Stability and reactivity
11. Toxicological information
12. Ecological information
13. Disposal considerations
14. Transport information
15. Regulatory information
16. Other information
Q.79 Loading heavy lift. General precautions and stability aspects? OR How to lift heavy machinery
from Engine Room?
General precautions:
1. Consult with Master and follow the company’s SMS checklist
2. Cargo Info from shipper such as weight, dimension, Port of discharge, Date & time to load
3. Carry out the Risk assessment
4. Check the ship’s capacity plan for sufficient space and headroom
5. Check Rigging plan
6. Check the load density for deck or hatch cover on which the cargo is to be loaded
7. Arrange for the dunnage to be used to spread the load;
8. Check the lashing materials and refer to cargo securing manual and check sufficient strong points.
9. check the SWL of the derrick and ensure that it is adequate;
10. inspect the derrick and overhaul if necessary;
11. check the gears against the chain register, overhaul and inspect to ensure good working condition;
12. test winches, overhaul and inspect carefully;
Stability aspects:
1. Before loading calculate vessels stability for every step of the operation.
2. Maximum loss of GM during operation.
3. Maximum possible list and trim.
4. GM considering the G will shift on top of derrick head.
5. Horizontal shift og G
6. Free surface effect to be reduced to minimum by pressing up the tanks or empty the tanks.
7. Vessel to be even keel and upright condition as far as practicable.
Before Loading:
1. Carry tool box meeting
2. No ballasting and deballasting operation
3. Inform all head of departments
4. Inform 2/E about the operation and inform him not to transfer any bunker to avoid any unnecessary list.
Also aske him to put another generator also on load.
5. Inspect and confirm the lifting points of the load are attached to the load itself.
6. I will ensure that ship has adequate stability through the operation.
7. Rig derrick according to rigging plans, ensure mast stays are set up taut;
8. ensure that the ship has adequate stability throughout the operation.
9. Winch driver are competent
10. No irrelevant person on board
11. No barges and boats are alongside
12. Moorings are not too tight nor slacken and man standby with mooring
13. Gangway lift up to prevent any damage due to list
14. Establish communication with bridge, winch operator, and man with mooring station
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15. Attach messenger on the cargo to steady during lift
16. Ask winch operator to follow my signals strictly
During loading
1. The derrick should be slewed to its full outreach to ensure that the fitting is free and that guys lead are clear
before lifting the load. Rig steady lines on the load
2. Now allow the weight to be taken whereby causing the CG to move upwards and towards the point of
suspension. This causes a loss of GM.
3. The ship will also list which is caused when the weight is taken by the lift and the ship to list towards the
side of the load.
4. Tend to moorings, gangway, the barge alongside, and ensure no unauthorised personnel at the vicinity.
5. Lower acceleration occur in the midship section and below weather deck
6. Higher acceleration occur in the end section and above the weather deck
7. While stowing on deck or hatch cover check that dunnage are laid properly
8. Once cargo stowed, properly lashing should be made as per CSM
9. Lashing should be attached to the cargo if no securing points is available
10. The lashing should pass around the cargo and both end should be secured to the same side, called loop
lashing
Make appropriate entries in the log book.
Q.80 What do you know about PSC?
Port State Control (PSC) is the inspection of foreign ships in other national ports by PSC officers (inspectors)
for the purpose of verifying that the competency of the master and officers on board, and the condition of the
ship and its equipment comply with the requirements of international conventions
(e.g. SOLAS, MARPOL, STCW, etc.) and that the vessel is manned and operated in compliance with
applicable international law.
Q.81 Why PSC inspect ship?
PSC conduct inspections of various aspects of the ship including, the safety of life and property onboard the
ship, prevention of pollution by the ship, and the living and working conditions onboard the ship.
The inspection also consists the documents and certificates combined with the condition of the vessel.
Q.82 What do you know about the flag state?
It is the maritime administration of the country whose flag the vessel is flying. It is established to ensure
compliance of various local and national regulations by merchant vessels.
1. They are empowered to inspect the vessel.
2. They can check operational procedure
3. They can verify the competency of officer and crew
4. They can inspect the vessel for seaworthiness.
Q.83 What is CSM and its use?
SOLAS Chapter VI and VII requires a Cargo Securing Manual (CSM) for all types of ships engaged in the
carriage of cargoes other than solid and liquid bulk cargoes.
A CSM shall be prepared for ship specific and shall approved by the administration. It is a statutory
requirement.
The purpose of a Cargo Securing Manual is to set out the standards for cargo securing devices used on board
especially for the type of cargo, the characteristics of the ship and sea conditions that a ship might encounter.
It consists of 4 chapters and 4 annexes:
1. Chapter 1- General
2. Chapter 2- Securing devices and arrangements
3. Chapter 3- Stowage and securing of non-standardized cargo and semi-standardized cargo
4. Chapter 4- Stowage and securing of containers
1. Annex 1- Record Book
2. Annex 2- Stowage and securing of portable tanks
3. Annex 3- Safe stowage and securing of heavy cargo such as locomotives and transformers
4. Annex 4- Safe method to assess the efficiency of securing arrangements for non-standardized cargo
The CSM provide the guidance and instructions on inspection and maintenance of cargo securing devices and
action to be taken if defects found.
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Q.84 What do you know about fumigation? How would you carry out? How will you get the free
pratique?
Prior fumigation the fumigator must provide the following info:
1. The type of fumigant used.
2. The hazards involved
3. The TLV
4. Precautions to be taken.
Prior application of fumigants:
The crew should be landed and remain shore until the ship is certified gas free in writing by the fumigator in
charge as per SOLAS CH-VI regulation 4-use of pesticides (IMDG supplement)
During this process:
1. A watchman should be posted to prevent unauthorized entry of person.
2. Warning signs should be posted at gangway.
3. Entry into space should never be allowed except in the event of emergency by breathing apparatus.
4. FIC should be retained throughout the fumigation period.
5. FIC should monitor and notify the master if any space determined to be safe for entry.
6. If crew member required to assist in such action for e.g. opening hatch, they should be provided with
adequate respiratory protection and adhere strictly to instructions given by FIC.
At the end of fumigation period:
1. The fumigator will take necessary action to ensure that the fumigant is dispersed.
2. The vessel should not leave the port or anchorage until gas free certificate has been received from FIC.
3. During the voyage, monitor the gas concentration at a interval of not exceeding 3 hours or lesser as
recommended by the fumigator.
When public health authorities have inspected a ship and found no evidence of infection and contamination or
vectors or reservoirs of infection and contamination or of microbiological, chemical or other risk to human
health the a ship sanitation or free pratique is granted to ship.
Q.85 Vessel aground. Your action as Chief Officer.
Immediate Action
1. Stop Engine
2. Sound emergency Alarm
3. Proceed to Muster Station
4. Head Count
5. Look for any casualty
6. Follow emergency procedures as per SMS Checklist
7. Make parties
8. Establish Commuication
Command Team
1. Display aground light and shapes i.e. 2 all round Red lights in a vertical line and forward and aft anchor
lights. OR 3 Black balls in a vertical line
2. Plot position on chart and investigate safe port option
3. Broadcast warning message to all vessels in the vicinity
4. Report to any port control or VTIS
5. Report to company, owner, charterer, agents, shipper, class
6. Continous watch on VHF
Support Team
1. Prepare fire fighting appliance
2. Prepare life boat
3. Stand by for medical Assistance
Emergency Team
1. I will lead emergency team
2. Make two groups
3. Send one group to close all weathertight and watertight doors, vents, flaps and all other openings on deck.
4. Send other group to check sounding all around the ship overboard and all tanks sounding on deck.
5. I there is any flooding, determine which compartment is flooding.
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6. I will calculate the ingress of water by 4.3A√D tons/sec where A=Area of damage, D= depth of damage
below waterline
7. If the Hull is breach I will check in Damage control Plan and refer the Damage stability booklet.
8. I will ask Engine Room to start Ballast pumps and bilge pumps
9. My team members will arrange portable pumps
10. Ask my team member to check overboard for any sign of pollution.
11. If any then I will arrange for SOPEP.
12. If any Fire incident. I will ask bridge to raise fire alarm. Arrange for Fire fighting.
13. Now I have rate of flooding. Depth of water all around the ship and rate of discharge of water overboard, as
we are continuously checking sounding.
14. I will also ask bridge to check the timings for Rising and falling of tides.
15. Now I will check the stability
1. When vessel aground there is an upthrust, which cause vertical loss of GM. This upthrust & loss of
GM, I have to calculate.
2. I will check all 6 points draught
3. Calculate Draught at Grounded Point by x/t * d/l
4. Initial Draught @GP = F dr + x
5. CID @GP = Initial Dr@GP – Dr when ship becomes unstable
6. Then clalculate upthrust by CID = P/TPC + ((P*y/MCTC)*(y/L)
7. Then calculate body rise by P/TPC
8. Now I come to know what height of tide required to refloat the vessel
9. Then I will calculate the loss of GM by MM1 = P*KM/W
15. Now I will see how much ballast to be done or cargo to be shift or jettisonised or I can list the v/l to clear
grounding point
16. I will tell all this calculation to the Master
17. Master will send all the assessments and calculations to the class and if required he will ask for their
Emergency Technical assistance.
Q.86 Water ingress. Your action.
1. I will lead emergency team
2. Make two groups
3. Send one group to close all weathertight and watertight doors, vents, flaps and all other openings on deck.
4. Send other group to check sounding all around the ship overboard and all tanks sounding on deck.
5. I there is any flooding, I will calculate the ingress of water by 4.3A√D tons/sec where A=Area of damage,
D= depth of damage below waterline
6. If the Hull is breach I will check in Damage control Plan and refer the Damage stability booklet.
7. I will ask Engine Room to start Ballast pumps and bilge pumps
8. My team members will arrange portable pumps
9. Ask my team member to check overboard for any sign of pollution.
10. If any then I will arrange for SOPEP.
11. If any Fire incident. I will ask bridge to raise fire alarm. Arrange for Fire fighting.
12. Now I have rate of flooding. Depth of water all around the ship and rate of discharge of water overboard, as
we are continuously checking sounding.
13. I will also ask bridge to check the timings for Rising and falling of tides.
14. Now I will check the stability
10. When vessel aground there is an upthrust, which cause vertical loss of GM. This upthrust & loss of
GM, I have to calculate.
11. I will check all 6 points draught
12. Calculate Draught at Grounded Point by x/t * d/l
13. Initial Draught @GP = F dr + x
14. CID @GP = Initial Dr@GP – Dr when ship becomes unstable
15. Then clalculate upthrust by CID = P/TPC + ((P*y/MCTC)*(y/L)
16. Then calculate body rise by P/TPC
17. Now I come to know what height of tide required to refloat the vessel
18. Then I will calculate the loss of GM by MM1 = P*KM/W

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15. Now I will see how much ballast to be done or cargo to be shift or jettisonised or I can list the v/l to clear
grounding point
16. I will tell all this calculation to the Master
17. Master will send all the assessments and calculations to the class and if required he will ask for their
Emergency Technical assistance.
Q.87 Action to refloat after grounding?
1. Observe the nature of seabed and depth of water all around the ship
2. Calculate the actual draft at grounded point.
3. Calculate the time of rise and fall of tides
4. If ingress of water, determine the area of flooding and rate of ingress
5. Use ships pump or portable pumps to discharge the water
6. Reduce draft by deballasting and jettisoning of cargo (last option)
7. Make suitable list and trim to clear the grounded point by transferring of ballast or fuel.
8. Refer to damage stability booklet for cross flooding to upright the vessel and reduce draft at grounded
point.
9. Keep engines ready for manoeuvre.
10. If required ask for tug assistance.
Q.88 What will be your concern when grounding?
My main concerns will be:
1. To prevent loss of buoyancy which I will do by closing all weathertight and watertight doors, vents and
other openings on deck.
2. Depth of water all around the ship and draught to check the location of grounding
3. Overboard check for any sign of Pollution, If so I will arrange SOPEP teams
4. Soundings of all the tanks to check if any flooding
5. In case of flooding I will refer to Damage Control Plan to get information about watertight compartments,
location of pumps and their capcity
6. Calculate rate of flooding and start pumping out water
7. I will calculate stability such as upthrust, bodily rise of ship and loss of GM
8. I ask the height of tide from the bridge
9. Now I know how much height of tide required to refloat
10. I ask Engine to be ready
11. Then according to above calculation I will deballast or shift the cargo or jettisonized cargo or to list the
ship to pass grounding point
If we can’t do it by ourselves we will ask for Tug assistance
Q.89 There is Hull Breached what will be your action?
1) I will refer to damage stability booklet and damage control plan.
2) The plan shows:
1) the watertight compartment boundary of the vessel.
2) location of the weather tight & watertight door closing appliance.
3) pumps capacity & piping diagrams.
3) The booklet gives information about:
1) measures to prevent progressive flooding.
2) control measure for cross flooding.
4) I will calculate rate of flooding in damage compartment.
5) I will check sounding of adjacent compartment for any progressive
6) flooding
7) Start pump out water from flooded compartment, and check for relative survivability.
Q.90 After collision you have reached a port. What is your action as chief officer?
1) I will assess the damage and prepare a repair list.
2) Prepare note of protest.
3) Arrange for under water survey
4) Assist P&I club, hull underwriters and class surveyor to carry out the survey.
5) Assist and supervise if any repair work to be done.
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6) I will not load or discharge any cargo before the damage survey is done by class survey.
7) Keep record of all events.
Q.91 Collision. Action as Chief officer.
Immediate Action
1. Stop Engine
2. Sound emergency Alarm
3. Proceed to Muster Station
4. Head Count
5. Look for any casualty
6. Follow emergency procedures as per SMS Checklist
7. Make parties
8. Establish Communication
Command Team
1. Broadcast security message to all vessels in the vicinity
2. Report to any port control or VTIS
3. Plot position on chart and investigate safe port option
4. Take information from other vessel like, name, Port of Registeration, Port of Departure, Port of Destination
5. Ask if they want any assistance
6. Report to company, owner, charterer, agents, shipper, class
Support Team
1. Prepare fire fighting appliance
2. Prepare life boat
3. Stand by for medical Assistance
Emergency Team
1. I will lead emergency team
2. Make two groups
3. Send one group to close watertight doors, port holes, vents, flaps and all other watertight openings
4. Other group to take soundings of all tanks
5. I will proceed with my team members to the area of impact to assess the damage
6. Estimate the size of damage area, position related to water line
7. Determine whether the area can be raised by changing the trim
8. Assess the amount of water in the hull and rate of ingress of water
9. Check overboard if any sign of pollution
10. Also make preparation for fire fighting
11. I will ask engine room to start ship’s ballast pumps
12. My team member will arrange portable pump
13. Estimate the water discharge rate and rate of ingress of water by formula 4.3A√D, where A=area of
damage, D=depth of damage below water line
14. Regarding stability I will check the permeability if cargo affected, loss of buoyancy and change in trim.
Assess immediate effect on GM and the continued effect on GM.
15. I will refer to damage stability booklet
16. I will update Master regarding all assessments
17. Master will send the assessment & findings to the class and ask for their emergency technical assistance
18. If the ingress of water is too high and flooding, list and stresses on ship are uncontrollable, I will inform
Master and weight for his further order.
Q.92 What do you know about bridge visibility criteria as per SOLAS 74?
As per SOLAS Chapter V, Regulation 22 (Bridge Visibility Criteria)
Ships of not less than 55 m in length, constructed on or after 1 July 1998, shall meet the following criteria:
1. The view of the sea surface from the conning position shall not be obscured by more than two ship lengths,
or 500 m, whichever is the less, forward of the bow to 10° on either side under all conditions of draught,
trim and deck cargo;
2. No blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the
beam which obstructs the view of the sea surface as seen from the conning position, shall exceed 10°. The

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total arc of blind sectors shall not exceed 20°. The clear sectors between blind sectors shall be at least 5°.
Each individual blind sector shall not exceed 5°;
3. The horizontal field of vision from the conning position shall extend over an arc of not less than 225°, that
is from right ahead to not less than 22.5°, abaft the beam on either side of the ship;
4. From each bridge wing the horizontal field of vision shall extend over an arc at least 225°, that is from at
least 45° on the opposite bow through right ahead and then from right ahead to right astern through 180° on
the same side of the ship;
5. From the main steering position the horizontal field of vision shall extend over an arc from right ahead to at
least 60° on each side of the ship;
6. The ship's side shall be visible from the bridge wing;
7. The height of the lower edge of the navigation bridge front windows above the bridge deck shall be kept as
low as possible. In no case shall the lower edge present an obstruction to the forward view as described in
this regulation;
8. The upper edge of the navigation bridge front windows shall allow a forward view of the horizon, for a
person with a height of eye of 1,800 mm above the bridge deck at the conning position, when the ship is
pitching in heavy seas. The Administration, may allow reduction of the height of eye but not less than
1,600 mm;
9. Windows shall meet the following requirements:
1. To avoid reflections, the bridge front windows shall be inclined at an angle of not less than 10° and not
more than 25°.
2. Framing between navigation bridge windows shall be kept to a minimum and not be installed
immediately forward of any workstation.
3. Polarized and tinted windows shall not be fitted.
4. A clear view through at least two of the navigation bridge front windows shall be provided at all times.
Q.93 How would you know your ship is stable?
At present condition, I will get draft & displacement, use this information i will make gz curve, than i will
calculate area under GZ curve, using Simpsons rule, i will compare with intact stability criteria, for specific
ship than i will come to know vessel complying stability criteria or not.
Q.94 Master came back from the shore. What are the details you will give him as a mate? OR What will
you tell the Master about stability? OR What is intact stability criteria for general, Timber, and
Container ship?
I will tell him about the stability, that the vessel is complying the Intact Stability criteria as given below.
General Ships
1. The area under the righting lever curve (GZ curve):
1. Should not be less than 0.055 mR up to angle of heel 30°
2. Should not be less than 0.09 mR up to angle of heel 40° or the angle of flooding, if
this angle is less than 40°
3. Should not be less than 0.03 mR between the angles of heel of 30° and 40° or between 30° and θf, if this
angle is less than 40°
2. The righting lever (GZ) should be at least 0.20 m at an angle of heel equal to or greater than 30°.
3. The maximum righting arm should occur at an angle of heel preferably exceeding 30° but not less than 25°.
4. The initial metacentric height GM should not be less than 0.15 m.
Angle of flooding is an angle of heel at which openings in the hull, superstructures or deckhouses which
cannot be closed weathertight immerse. In applying this criterion, small openings through which
progressive flooding cannot take place need not be considered as open.
Timber Ships
For ships loaded with timber deck may apply the following criteria:
1. The area under the righting lever (GZ curve) should not be less than 0.08 mR up to angle of heel 40° or the
angle of flooding if this angle is less than 40°.
2. The maximum value of the righting lever (GZ) should be at least 0.25 m.
3. At all times during a voyage the metacentric height GM should be positive after correction for the free
surface effects of liquid in tanks and, where appropriate, the absorption of water by the deck cargo and/or
ice accretion on the exposed surfaces. Additionally, in the departure condition the metacentric height
should be not less than 0.10 m.
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Container Ships
1. The area under the righting lever curve (GZ curve)
a. Should not be less than 0.009/C mR up to angle of heel 30°
b. Should not be less than 0.016/C mR up to angle of heel 40o or angle of flooding if this angle is less than
40°
c. Should not be less than 0.006/C mR between the angles of heel 30° and 40° or between 30° and angle of
flooding, if this angle is less than 40°
2. The righting lever GZ should be at least 0.033/C m at an angle of heel equal or greater than 30°.
3. The maximum righting lever GZ should be at least 0.042/C m.
4. The total area under the righting lever curve (GZ curve) up to the angle of flooding φf should not be less
than 0.029/C metre-radians.
Q.95 What is the information found in the stability booklet?
1. General description of the ship
2. Instructions to use the booklet
3. General arrangement plan
4. GZ and KN curves
5. Cross curves
6. Capacity plan
7. Tank sounding tables
8. Different loaded condition
9. Lightship condition
10. Vertical Heeling moment
11. Test examples for Loadicator
12. Small scale profile of the ship
13. Displacement and Deadweight
14. Freeboards and Deadweight
15. Instructions to the Master
16. Stability criteria
17. Loadline Mark
18. Tank Arrangement
19. Frame Spacing Table
20. Light weight Distribution
21. Inclining test report of the ship
Q.96 What are the information contained in the damage stability booklet and damage control plan?
Damage Control Plan
Inboard profile, plan views of each deck and transverse sections to show the following:
1. The watertight boundaries
2. The locations and arrangements of
1. Cross-flooding systems
2. Blow-out plugs
3. Mechanical means to correct list due to flooding
4. Locations of all valves
5. Remote controls
3. Locations of all internal watertight closing appliances
4. Locations of all doors in the shell of the ship
5. Locations of all external watertight closing appliance
6. Locations of all weathertight closing appliances
7. Locations of all bilge and ballast pumps and associated valves.
Damage control booklets
1. The contents of damage control plan.
2. General instructions for controlling of damage, such as:
1. Immediately closing all watertight and weathertight closing appliances
2. Soundings to determine rates of flooding

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3. Advice regarding the cause of any list and of liquid transfer operations to lessen list or trim, free surfaces
and of pumping operations to control the ingress of water.
3. The booklet should contain additional details to the information shown on the damage control plan, such as:
1. the locations of flooding detection systems,
2. sounding devices,
3. tank vents
4. pump capacities,
5. piping diagrams,
6. instructions for operating cross-flooding systems,
7. means of accessing and escaping from watertight
8. contacts of ship management and other organizations
4. Locations of non-watertight openings with non-automatic closing devices
5. Additional guidance to the ship's officers to assist them in estimating the ship's relative survivability.
Q.97 Vessel flooding action?
1. Close all weathertight and watertight doors, vents, flaps and all other openings on deck.
2. Determine which compartment is flooding
3. Check sounding of all the tanks especially adjacent to the area of flooding.
4. I there is any flooding, I will calculate the ingress of water by 4.3A√D tons/sec where A=Area of damage,
D= depth of damage below waterline
5. I will ask Engine Room to start Ballast pumps and bilge pumps
6. On deck we will arrange portable pumps
7. Check overboard for any sign of pollution.
8. If any then I will arrange for SOPEP.
9. If any Fire incident. I will ask bridge to raise fire alarm. Arrange for Fire fighting.
10. Check in Damage control Plan and refer the Damage stability booklet.
11. Follow control measures as per the damage control plan.
12. If the damage is severe and the rate of ingress of water is high we will try to contain the flooded area by the
shoring of the bulk head.
13. I will inform the Master regarding all this.
14. Master will send report to the class and if required he will ask for their Emergency Technical assistance.
15. In any case investigation of safe port option must be made.
16. Broadcast an urgency message or distress message if the situation becomes beyond control.
Q.98 How to prepare for a load line survey?
For a loadline survey, information for preparation may be found from "Condition of assignment" issued along
with loadline certificate.
1. Stability booklets available and endorsed by surveyor
2. Vessel's structural strength is sufficient
3. The decks or hulls are not badly corroded
4. There is no crack on deck or hull
5. Hatch ways and hatch openings are weather tight
6. Machinery space openings weather tight.
7. All ventilators on deck and their coamings are in good condition.
8. All openings on the weather deck are weather tight.
9. Cargo ports and other similar openings below freeboard deck are watertight.
10. Non-return valves, overboard discharging valves are operational.
11. Pumping arrangements in steering flat and forepeak tanks are in good condition.
12. Portholes, funnel flaps, sky lights in good condition and operational.
13. Bulwarks, railings are in good condition.
14. Deck line, loadline and draft markings are well painted
Company's ISM manual provides guidance and checklist for loadline survey
Q.99 Tanker and Bulk carrier of same size, will they have same freeboard?
Oil tankers have more Summer freeboard than Bulk carrier with a similar Length.
They are considered to be safer ships for the following reasons:
1. They have much smaller deck openings in the main deck.
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2. They have greater subdivision, by the additional longitudinal and transverse bulkheads.
3. Their cargo oil has greater buoyancy than general cargo.
4. They have more pumps to quickly control ingress of water after a bilging incident.
5. Cargo oil has a permeability of about 5% whilst grain cargo has a permeability of 60% to 65%. The lower
permeability will instantly allow less ingress of water following a bilging incident.
6. Oil tankers will have greater GM values. This is particularly true for modern double-skin tankers and wide
shallow draft tankers.
Q.100 Procedure for carry out Emergency Steering Drill.
1. In the Steering Gear Room establish communications with the bridge via VHF, Telephone or sound power
telephone.
2. On the Bridge Switch the steerin mode to N.F.U.
3. Compare the heading of the Gyro repeater in the Steering Gear Room with the bridge
4. Disconnect the control box from electrical power
5. Push the manual button of the control valve
6. Operate the steering Gear by turning the pump control knob and watching the pump tilting angle indicator
and rudder angle indicator.
7. Take helms order from the Bridge and after applying confirm from the bridge
Steering Gear drill is performed in every 3 months.
Q.101 Testing of Steering Gear
Within 12 hours before departure following shall be checked and tested:
1. Main steering gear
2. Auxiliary steering gear
3. Remote steering gear
4. Steering positions on the bridge
5. Emergency power supply
6. Rudder angle indicator corresponds to actual rudder position
7. Remothe steering gear control system power failure alarm
8. From Port 35o to Starboard 30o in 28 seconds
9. Means of communication between the bridge and steering gear room
Q.102 Moors
Running Moor
In all ship-handling situations the vessel should stem the
tide if control is to be maintained. The running moor
operation is no exception to this rule, and should the tidal
stream be astern of the vessel, then she should be
manoeuvred to stem the tide, either by turning short round
or snubbing round on an anchor. A running moor procedure
is as follows:

1. Speed over the ground should be 4–5 knots,

preferred depth of water being dependent on
draught, and good holding ground chosen if
possible. Let go the weather anchor, so that the
vessel will be blown down from the anchor cable
before she reaches the desired position.
2. Continue to make headway, paying out the cable of
the anchor which has been let go. Continue to pay
out the cable up to eight or nine shackles, depending
on the amount of cable carried aboard and the depth
of water. The vessel will overrun the desired
mooring position.

Standing Moor

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The vessel must stem the tide, in order to retain control of
the operation which proceeds as follows:
1. The vessel should be head to tide, stopped over the
ground. Sternway should be gathered either by the
tidal stream or operating astern propulsion. Let go
the lee anchor (riding cable) and allow the vessel to
drop astern. Pay out the anchor cable as sternway is
gathered, up to 8–9 shackles, depending on the
amount of cable carried aboard and the depth of
water.

2. Take the sternway off the vessel by use of engines

ahead and checking on the weight of the cable.
Order maximum helm away from the released
anchor, and engines ahead to cant the vessel before
letting go the weather anchor (sleeping cable).The
mariner should continue to use engines ahead or
astern as necessary to ease the weight on the
windlass as the vessel heaves on the riding cable.

3. Continue to heave on the riding cable and pay out

the sleeping cable until the vessel is brought up
between the two anchors. A standing moor is
sometimes preferred to a running moor when the
tidal stream is very strong. The standing moor in
theory could also be carried out by just allowing the
tidal stream and the windlass to do the work, if the
vessel was without engine power.

OPEN MOOR
The open moor is used extensively when additional holding
power is required. It would be employed when a single
anchor would not provide enough weight to hold the vessel
and prevent the ship from dragging, in non-tidal water.

Possibly the best method of approach is to stem the current

and/or head the wind, and position the vessel to let go the
windward anchor. Once this first anchor has been ‘let go’
pay out on the cable with simultaneous ‘ahead movements
on engines’ to manoeuvre the vessel towards a position of
letting go the second anchor. Extensive use of rudder and
engines may be required to achieve this second desired
position.

Once the second position is attained, let go the second

anchor, order astern movement of the engines, and pay out
on the second anchor cable. The first anchor cable will act
as a check until both cables have an even scope, once this
situation is achieved then cables can be payed out together
as required to obtain the final position of mooring.

Masters should bear in mind that with this method, the first
anchor may be turned out of the holding ground when the
vessel gathers sternway after the second anchor has been
released. To this end it may become prudent to check both

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cables prior to coming to rest, so ensuring that both the
second and the first anchors are bedded in and holding.

Baltic Moor
The vessel should approach the berth with the wind on the
beam or slightly abaft the beam. The stern mooring wire
should be secured in bights by light seizings in the forward
direction to join the ganger length of the anchor cable
before the approach is begun. Then proceed as follows:

1. Manoeuvre the vessel to a distance off the berth of two or

three shackles of cable. This distance will vary with the
wind force and expected weather conditions.

2. Let go the offshore (starboard) anchor. The weight of the

anchor and cable will cause the sail twine securing on the
mooring wire to part, and as the cable pays out, so will the
stern mooring wire.

3. Let the wind push the vessel alongside, while you pay
out the cable and the stern wire evenly together.

4. Use ship’s fenders along the inshore side between the

vessel and the quay, then pass head and stern lines as soon
as practical.

5. Secure head and stern lines on the bitts before taking the
weight on the anchor cable and the stern mooring wire. This
tends to harden up the inshore (port) moorings.

Mediterranean Moor
This moor is carried out usually for one of two reasons –
either quay space is restricted and several vessels are
required to secure or a stern loading/discharge is required.
(As for a tanker.) The object of the manoeuvre is to position
the vessel stern to the quay with both anchors out in the
form of an open moor. The stern of the vessel is secured by
hawsers from the ship’s quarters to the quay.

This type of mooring is not unusual for tankers using a

stern load or discharge system. However, a disadvantage to
the dry cargo vessel lies in the fact that cargo must be
discharged into barges. It is not a favourable position in bad
weather and there is a distinct possibility of fouling anchor
cables, especially when other vessels are moored in a
similar manner close by. The procedure is as follows:

1. Approach the berth, as near parallel as possible to

the quay. Let go the offshore anchor. Main engines
should be ahead and dead slow.
2. Rudder should be positioned hard over to turn the
vessel away from the quay. Continue to let the cable
run, and pay out as the vessel moves ahead. A check
on the cable as the vessel starts to turn would
accentuate the turn, and produce astern-to

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orientation for the vessel. Stop main engines.
3. Let go the second anchor, and come astern on main
engines, paying out the cable on the second anchor.
As the vessel gathers sternway, recover any slack
cable on the offshore anchor. Stop engines and
check the sternway on the vessel, as required, by
braking on the cables (astern movement from
position 3 will generate transverse thrust effect to
turn the aft part into the quay).
4. Manoeuvre the vessel to within heaving line
distance of the quay by use of engines and cable
operations. Pass stern moorings to the quay.

Q.103 Hanging Off An Anchor

Purpose:
1. To detach anchor from the cable
2. Cable to be used for
1. Moored with the buoy
2. For towing purpose
Gears to prepare:
1. Bosun’s chair with gantline
2. mooring shackle
3. 1 mooring ropes
4. 3” rope messenger
5. Two mooring wires
6. Punches and hammer to break cable
Preparations:
1. Risk Assessment
2. Precautions to be taken
3. Vessel must be at anchor
4. Arranged tool box meeting
5. Company’s SMS checklist fulfilled
6. Inform Master and Engine room
7. Engage experience crew members
8. Proper PPE used
Operation:
1. Put the anchor in gear, brake off and walk back until anchor is clear of the hawse pipe.
2. Send a man over side in a bosun’s chair to pass the end of a rope messenger through the anchor ring.
3. Attached mooring wire to the messenger and heave sufficient wire through to fast one end on a bitt and
other end via Panama lead to the windlass.
4. One end of preventer secured on other side bitt. Other end pass pass through the Anchor ring and also bring
back to secured on same bitt. There should be sufficient slack on preventer.
5. Slowly walk back anchor and heave on mooring wire till 1st joining shackle appear on deck.
6. Secure the length by bo stopper.
7. With a weight of heavy anchor and anchor up and down position both end of mooring wire secured to bitt.
8. Now a rig a second mooring wire forward of the joining shackle and take the weight of the cable between
the anchor and the joining shackle on deck.
9. Now break the joining shackle.
10. Give slack to second mooring wire to clear the hawse pipe from the bare end of the cable
11. Rig a hawser with the aid of bosun chair to recover the bare end of the cable inboard via the fairlead.
12. Connect mooring shackle to free end of cable.
13. Anchor cable is ready for use.

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Q.104 How will you check the passage plan, as you know your 2/O is not good?
The following checks should be made while checking a passage plan:
1) All voyage charts are corrected up to the latest NTM available including T&P Notices.
2) All voyage publications are corrected up to the latest NTM.
3) Largest scale charts are available and are being used especially during coasting.
4) Latest Met/Nav. Warning are identified and plotted on chart.
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5) The reliability of charts (e.g. Survey dates, date of publishing) has been taken into account.
6) Errors of datum shift is taken into account.
7) ‘NO GO AREAS’ has been marked appropriately.
8) True courses plotted on the charts are clear of all dangers, taking into account vessel’s deepest
navigational draft, minimum UKC and controlling depth.
9) Places of tidal streams and strong currents are identified and clearly marked on the appropriate charts.
10) Calculation for squat at different speeds of the vessel is done.
11) Contingencies have been identified at each leg of passage and shown on chart, such as abort point, point
of no‐return and contingency anchorages.
12) Bridge manning levels and position fixing methods (primary and secondary) identified at various legs of
the passage plan.
13) Radar conspicuous objects, transit bearings, clearing bearings/ranges and indexing lines are marked on
chart.
14) Course/Speed alteration points taking into consideration, advance/transfer, w/o positions marked.
15) Points where change of machinery status is required. (e.g. Standby Engines, Change over to manual
steering, etc.) are marked properly.
16) Reporting points with reference to mandatory or voluntary ship reporting systems (Pilot
stations, port control, VTIS, etc.) are marked.
17) Places where less depth may be encountered shall be marked with “Echo sounder on & monitor UKC”.
18) Pilot embarkation/disembarkation points, points where anchor or mooring stations to be
standby are marked.
19) All courses transferred on charts are correct and distance and ETA to each point is shown.
20) Tidal predictions are included at all critical positions.
21) Focal points of heavy traffic are marked.
22) Places where master to be called and master to be on bridge are clearly marked.
23) MARPOL Special areas are marked.
Q.105 Chief Officers concern in Passage Plan?
1. MARPOL Special Areas for Annex 1,2,5 & 6
2. Ballast Water Exchange
3. Loadline zones
4. Expected Weather
5. Piracy Areas
6. Total Distance (Fuel Consumption Calculation)

Q.106 What is the concern and responsibility of Chief Officer regarding Ballast Water Management
Plan?
International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM)
Adoption: 13 February 2004; Entry into force: 8 September 2017Aims to prevent the spread of harmful aquatic
organisms from one region to another, by establishing standards and procedures for the management and
control of ships' ballast water and sediments.Ships are required Ballast Water Management Plan specific to the
ship and approved by the Administration.
Standards for Ballast Water Management Plan

1. Require efficiency of 95 per cent volumetric exchange of Ballast Water.

2. If exchange by the pumping-through method, pumping through three times the volume of each ballast
water tank shall be considered to meet the standard.
3. Pumping through less than three times the volume may be accepted provided the ship can demonstrate that
at least 95 percent volumetric exchange is met.
4. Conduct ballast water exchange at least 200 nautical miles from the nearest land and in water at least 200
metres in depth.
5. In cases unable to do so, this should be as far from the nearest land as possible, and in all cases at least 50
nautical miles from the nearest land and in water at least 200 metres in depth.
Ballast Water Record Book
1. When Ballast water is taken onboard
2. Whenever Ballast Water is treated for Ballast Water Management purpose
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3. When discharge into sea
4. When discharge to a reception facility
5. Accidental or exceptional uptakes or discharges
6. Additional operational procedures and general remarks
7. Signature of officer incharge of the operation
Ballast Water Management Surveys
1. Initial
2. Annual
3. Intermediate
4. Renewal
International Ballast Water Management Certificate will be issued by administration which will be valid for
not more than 5 years.
Ballast Water Exchange methods
1. Sequential: Ballast tanks are emptied and then refilled with clean open sea water (95% volumetric
exchange) tank by tank
2. Flow Through: Allowing water to overflow three times the volume of the tank through vents
3. Dilution: Clean open sea water intake three times the volume of the tank with simultaneous discharge from
the bottom at the same flow rate, maintaining a constant level in the tank throughout the operation
Q.107 Chief Officer duties
1. Prepare Ballast Water Exchange Plan
2. Complete Ballast Water Exchange before arriving in port
3. Assist Port State Control with sampling of Ballast Water Tanks
4. Follow Ballast Water Management Plan
5. Trained Crew and junior officer regarding Ballast Water management Plan
Q.108 Heavy weather encounter. Action as Chief officer.
Bridge
1. If I am on the bridge, I will inform Master, Engine Room, Galley and call the bosun on bridge to gave him
instructions for securing on deck and ask him to send one AB for manual steering.
2. I will use the company’s SMS Checklist and refer to MSC Circular 1228 and also refer from Code of Safe
Stowage Practice for Cargo Stowage and Securing (CSS) code, Chapter 6.
3. Switch on second Steering Motor
4. Verify the vessels position.
5. Check the update weather reports
6. Plot on the charts the position of storm if any
7. Secure the bridge against heavy rolling.
8. With Consultation of Master, I will ask engine room to reduce RPM so we can proceed in safe speed.
Consider re-routing. Revise ETA.
9. Master will send report to Company, Charterer, Agents.
10. Master will also send obligatory message to ships in the vicinity and the coastal authority as per SOLAS
chapter 5, Reg. 31 (Danger messages) if winds of force 10 or above on the Beaufort scale for which no
storm warning has been received.
11. Call 2/O or 3/O as per watch to relieve me so I can go down and supervise deck securing and check vessels
stability.
12. Mean while I will calculate the Natural Roll Period by formula
2πK/√GM.G
Where K is Radius of Gyration = 0.35xMoulded Breadth
G=acceleration due to gravity (9.81 m/s2)
13. Then I will observe the wave period by using stop watch (time for 2 successive crest or troughs to pass a
fixed point)
14. Then using diagram in MSC Circular 1228, I will determine the Encountered wave period
Dangerous Phenomena
1. Surf riding and Broaching to

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A ship in following and quartering seas encounters longer waves than in the beam, head or bow waves
which caused surf riding and broaching to and also reduction of intact stability when riding a wave crest
amidships.
2. Synchronized Rolling
When a ship’s Natural roll period is nearly equal to Encounter wave period
3. Parametric Rolling
When a ship’s Encouter wave period is half of Natural roll period
Avoiding Action for Dangerous Phenomena
1. Surf riding and Broaching to: The ship speed, the course or both should be taken outside the dangerous
region as in figure given in MSC Circular 1228.
2. Synchronized Rolling: Prevent encounter wave period from nearly equal to natural roll period of ship.
3. Parametric Rolling: The course and speed should be such which avoid the encounter wave period is close
to the natural roll period or the encounter period is close to one half of the ship natural roll period
Deck
1. Ensure lifelines are rigged to give access fore and aft
2. Check that the following are secured
1. Anchors
2. Cargo gears, Carnes, Derricks
3. Gangways
4. Life Boats and Life Rafts are ready to immediate use (Do not put extra lashings)
5. Other deck fittings
6. Items on Monkey island and poop deck
7. Halyards on Main Mast
3. Keep the following in the stores.
1. Loose gears
2. Lashing gears
3. Other loose items
4. Mooring Ropes
5. Pilot Ladders
4. Close the followings:
1. All watertight doors
2. Port holes
3. Side scuttles
4. Hatch covers properly batten down, bobby hatches
5. Sky lights
6. Sounding pipes, Air pipes, Vents
5. Cover the hawse pipes and spurling pipes
6. Scuppers are open to allow water to drain without any obstruction
7. Tighten all cargo lashings, especially deck cargo securings
8. Put canvas on Deck machineries
9. Check following stores and secured items in them
1. Bosun stores
2. Paint stores
3. Work shop
4. Other stores
10. Garbage Control station secured and no garbage outside
11. Take Soundings of all tanks
12. Accommodation entrances are closed
13. Ask crew to check their own cabins for securing
14. Give job to the crew inside the accommodation
Stability
1. Improve the GM of the vessel, so the vessel is not become too stiff nor too tender
2. Remove FSE
3. Ballast the vessel down
4. Pump out any swimming pool
5. Inspect and check the freeboard deck seal
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Note down all the preparations in the Log Book.
Stiff vessel
1. A large GM will render a vessel stiff.
2. Give a short rapid rolling.
3. Which is likely to be a synchronized rolling
4. Effects the lashings on deck cargo and uncomfortable for the crew as well.
Tender Vessel
1. A small GM will render a vessel Tender.
2. Give a long slow rolling.
3. Which is likely to be a parametric rolling
4. Water can be shipped on deck, prolonged strain on cargo lashings.
Q.109 What is the relation between FSE and heavy weather?
Free Surface Effect means loss of Centre of Gravity of the ship.
Which effect on Ship’s GM.
Due to loss of GM ship will become Tender.
Encounter wave period is half of natural roll period of ship.
Which cause Parametric rolling which gives very long rolling period.
In heavy weather due to long rolling, water can be shipped on deck, prolonged strain on cargo lashings and
cargo can shift.
Ultimately capsize of the Ship.
Q110 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.
Q.111 RULE 8
Action to Avoid Collision.
(a) Any action taken to avoid collision shall be taken in accordance with the Rules of this Part and
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
passed 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)
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(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.
Q.112 RULE 19
Conduct 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 condition of
restricted visibility. A power driven vessel shall have her engines ready for immediate manoeuvre.
(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 in 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 toward 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 be 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.
Q.113 What do you mean by scanty radar information?
When determine risk of collision the vessel shall take the decision based on sufficient information. An incorrect
decision will lead an accident or a close quarter situation. The decision shall not be based on scanty
information, i.e. little information such as two radar bearing and distances, or just one radar bearing and
didtance or just by taking visual bearing of the vessel. The decision on whether risk of collision exists shall be
based on sufficient information.
Q.114 What will you do in Restricted Visibility?
1. I will proceed at Safe Speed.
2. Have my engines ready for immediate manouevre.
3. Post extra look out.
4. Engaged Manual steering.
5. Start Fog Signal that is one prolonged blast in every 2 minutes interval.
6. Stop any noisy work on deck, so that I can hear fog signal of other vessel.
7. Call Master as per his standing order.
8. Radar watch. Systematic Radar plotting.
Q.115 MARPOL Annex 5 Requirement
Annex V: Regulations for the Prevention of Pollution by Garbage from Ships
Regulation 10
Placards, garbage management plans and garbage record-keeping
1. Every ship of 12 m or more in length overall and fixed or floating platforms shall display placards which
notify the crew and passengers of the discharge requirements
2. Every ship of 100 gross tonnage and above, and every ship which is certified to carry 15 or more
persons, and fixed or floating platforms shall carry a garbage management plan which the crew shall
follow. This plan shall provide written procedures for minimizing, collecting, storing, processing and

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disposing of garbage, including the use of the equipment on board. It shall also designate the person or
persons in charge of carrying out the plan.
3. Every ship of 400 gross tonnage and above and every ship which is certified to carry 15 or more persons
or offshore terminals and every fixed or floating platform shall be provided with a Garbage Record Book.

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Q.116 What are mandatory entries as per MARPOL in Garbage Record Book?
As per Appendix to Annex 5 of MARPOL
Date and Time, Position of ship, Discharge start and stop position, category of garbage, estimated amount of
discharge, Signature of the officer of incharge for each of the following operations:
1. When Garbage is discharged into the sea.
2. When Garbage is discharge to reception facilities ashore or to another ship.
3. When Garbage is incinerated
4. Accidental or other exceptional discharges

Q.117 Contents of Shipboard oil pollution emergency plan

Annex I: Regulations for the Prevention of Pollution by Oil
Regulation 37 - Shipboard oil pollution emergency plan
1. Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross
tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the
Administration.
2. Such a plan shall be prepared based on guidelines* developed by the Organization and written in the
working language of the master and officers. The plan shall consist at least of:
1. the procedure for master to report an oil pollution incident
2. the list of authorities or persons to be contacted in the event of an oil pollution incident;
3. a detailed description of the action to be taken immediately by persons on board to reduce or control the
discharge of oil following the incident; and
4. the procedures and point of contact on the ship for coordinating shipboard action with national and local
authorities in combating the pollution.
3. In the case of ships to which regulation 17 of Annex II of the present Convention also applies, such a plan
may be combined with the shipboard marine pollution emergency plan for noxious liquid substances. In
this case, the title of such a plan shall be ''Shipboard marine pollution emergency plan''.

Q.118 Cargo Record Book

Annex II: Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
Regulation 15 (Cargo Record Book)

1. Every ship carrying Noxious Liquid Substances in Bulk shall be provided with a Cargo Record Book.
2. After completion of any operation, the operation shall be promptly recorded in the Cargo Record Book.
3. In the event of an accidental discharge of a noxious liquid substance an entry shall be made in the Cargo
Record Book stating the circumstances of, and the reason for, the discharge.
4. Each entry shall be signed by the officer or officers in charge of the operation concerned and each page
shall be signed by the master of the ship.
5. The Cargo Record Book shall be kept to be readily available for inspection. It shall be retained for a period
of three years after the last entry has been made.
6. The competent authority of the Government of a Party may inspect the Cargo Record Book on board any
ship. A copy of Cargo record book which has been certified by the master of the ship as a true copy shall
be made admissible in any judicial proceedings as evidence of the facts stated in the entry.

Q.119 Oil Record Book.

Annex I: Regulations for the Prevention of Pollution by Oil
Regulation 36 - Oil Record Book, Part II - Cargo/ballast operations
1. Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part II
(Cargo/Ballast Operations).
2. The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis if appropriate,
whenever any of the following cargo/ ballast operations take place in the ship:
1. loading of oil cargo;
2. internal transfer of oil cargo during voyage;
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3. unloading of oil cargo;
4. ballasting of cargo tanks and dedicated clean ballast tanks;
5. cleaning of cargo tanks including crude oil washing;
6. discharge of ballast except from segregated ballast tanks;
7. discharge of water from slop tanks;
8. closing of all applicable valves or similar devices after slop tank discharge operations;
9. closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines
after slop tank discharge operations; and
10. disposal of residues.
11. the total quantity of oil and water used for washing and returned to a storage
12. In the event of accidental or other exceptional discharge of oil
13. Any failure of the oil discharge monitoring and control
3. The Oil Record Book shall be kept to be readily available for inspection at all times. It shall be preserved
for a period of three years after the last entry has been made.
4. The competent authority of the Government of a Party to the Convention may inspect the Oil Record Book
Part II on board any ship. A copy which has been certified by the master of the ship as a true copy shall be
made admissible in any judicial proceedings as evidence of the facts stated in the entry.

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