DEEPAK KAPOOR (the official nightmare: the key for passing with Captain Kapoor is confident body

language, talk confidently and a little loudly. If you impress him in your knowledge of MSA, he will
definitely consider you. No need to mug up any rules for him or any resolution numbers. Practical
answers and MSA in detail. Go through all the survey certification properly, including SOLAS
Chapter 2-1, 2-2)

**Also for actions in emergency, you need to protect owner’s interests. Don’t rattle out checklists &
who will do what next time. You are owner’s representative. Attain the same level of confidence in
your knowledge about Indian law. Good luck!

1. Went through my forms and saw the company contract letter copy, asked me what is CBA and what
agreement did I sign the last time?

Collective Bargaining Agreement is a tri-party agreement between the employer, employee, and
representative of a trade union. It regulates the terms and conditions of employees in their
workplace, their duties and the duties of the employer. My agreement was signed with the Hong
Kong Seamen’s Union and my employer.

2. What are a Master’s statutory duties as per MSA?

Seaworthiness, Part V: Registration of Indian Ships

 Section 37: Endorsement on Certificate of Registry of Name of Master on every change of

Master.

Part VII: Seamen and Apprentices

 Section 100: Agreements with crew – The master of every Indian ship, except home trade
ship of less than 200 gt, shall enter into an agreement with every seaman whom he engages
as one of his crew. Agreement shall contain the following terms:

o Name of ship

o Nature and duration of intended voyage

o Number and description of crew

o Capacity in which seaman is engaged

o Amount of wages

o Scale of provisions

o Scale of warm clothing and additional provisions to be provided in cold regions

o Regulations as to conduct on board and fines and punishments for misconduct

o Payment for compensation for personal injury or death

o Repatriation procedures
 Section 125: Master to deliver account of wages – Before paying off or discharging seaman,
Master shall deliver a full account of his wages and deductions to seaman or shipping
master.

 Section 126: Disrating of seaman – When Master disrates a seaman, cause to be entered in
OLB and a copy furnished to the seaman.

 Section 131: Master to give facilities to seamen of remitting wages – When seaman so
desires, Master to provide him with facilities for remitting any part of his balance of wages to
savings bank or a near relative.

 Section 152: Master to take charge of the effects of deceased seaman – If any seaman or
apprentice dies on aboard, Master shall notify shipping master of his death and take charge
of the money and effects belonging to him. Following particulars to be entered in OLB:

o Statement of amount of money

o Detailed description of other effects

o Statement of sum due in wages along with any deductions.

 Section 168: Ships to have sufficient provisions and water – All Indian ships shall have
sufficient provisions and water of good quality as per the scale. Master shall not use
provisions and water of bad quality.

 Section 177: Inspection by Master of provisions, water, and accommodation at sea – At least
once every 10 days inspection to be made of provisions and water and crew
accommodation. Statement of result of inspection to be entered in a book specially kept for
the purpose.

 Section 196: Entry of Offences in Official Log Book – An entry of any offence committed by a
member of the crew shall be entered in OLB and signed by Master, mate and one of the
crew. Offender to be furnished with a copy of the entry and his reply noted. Any response
furnished by offender to be entered and signed as well.

 Section 197: Reporting of desertions and absence without leave – when a seaman engaged
outside or on Indian ship deserts or absents himself in India without leave, the master shall
report the same to the shipping master within 48 hours.

 Section 198: Entries and certificates of desertion abroad – in case desertion is made from an
Indian ship while it is out of India, master shall enter it in the OLB, and produce it to the
nearest Indian consular officer. Consular officer will certify a copy of the entry. The certified
copy should be transmitted to the shipping master.

 Section 208: Hand over documents to successor on change of Master – Successor on

assuming command shall enter in the OLB a list of documents so given to him.

 Section 212: Official logs to be kept and updated – on every Indian ship, except a home trade
ship of less than 200gt.
  Section 214: Entries required to be made in OLB – Master to make the following entries:

o Every conviction by a legal tribunal and the punishment inflicted.

o Every offence committed by a member of the crew and subsequent action taken,
same to be read and acknowledged by the crew member or refusal to
acknowledge to be put down.

o Report of quality of work by crew

o Illness

o Death

o Birth

o Marriage

o Sign on/Sign off

o Wages due to deceased seamen

o Personal effects of dead seamen

o Record of all required drills, musters, emergency training, instructions, or

inspection of LSA FFA.

o Record of occasions on which the lifeboats were swung out and lowered.

o Record of tests, drills, and inspection of steering gear.

o Weekly inspection of accommodation and the result

o Change of command

o Record of promotions on board

o Every case in which the allowance of provision is reduced along with the relevant
details

o Every case of drunkenness or misconduct on part of any certified mate or engineer,

whether or not the case is investigated.

o Every important accident or damage to ship or cargo.

 Section 216: Delivery of Official logs to shipping masters – within 48 hours after ship’s arrival
to her final port of destination in India or discharge of the crew, whichever earlier.

Part IX: Safety

 Section 334: Unseaworthy not to be sent to sea – every master of Indian ship who knowingly
takes it to sea in such unseaworthy state that the life of any person is likely to be
 endangered shall be guilty of an offence unless he proves that her going to sea in such a
state was reasonable and justifiable.

Part X: Collisions, Accidents at sea, and Liabilities

 Section 348: Duty of Master to Assist – In any case of collision between two ships it is the
duty of the Master:

o To render assistance to the other vessel as is necessary to save them from danger
caused due to the collision and to stay by the other vessel until it is ascertained
that it has no further need of assistance.

o To give to the Master of other vessel name of own ship, port of registry, last port
and destination.

These actions must be carried out only so far as they do not out into danger his own ship,
crew, or passengers.

 Section 349: Collision to be entered in official log and signed by Master, mate, and one of the
crew.

 Section 350: Report to the Central Government – Any accident that results in loss of life or
injury, material damage affecting seaworthiness, or alteration of machinery that does not
correspond with particulars given in certificates shall be reported to Central Government
within 24 hours.

Part XI: Navigation

 Section 354: Danger to Navigation – Master of Indian ship meeting with dangerous ice,
dangerous derelict, TRS, any danger to navigation shall send information by all means at his
disposal to nearest coastal state and to all ships in vicinity.

 Section 355: Obligation to render assistance on receiving distress signal – Master of any
Indian ship on receiving at sea a signal of distress or information from any source that a
vessel is in distress must proceed at all speed towards the vessel in distress unless:

o He is unable to do so due to special circumstances

o He considers it unnecessary or unreasonable to do so

o He is released from such obligation.

If he considers it unnecessary or unreasonable to do so, he must make a statement in the

Official Log Book.

3. How would you implement ISM in a dry dock?

Implementing ISM Code in a dry dock:

  Ensure company’s safety and environment policy is complied with. Additionally,
dockworkers will have their own safety policies which will have to be complied with.

 Ensure risk assessment is carried out for all relevant tasks and required control procedures
are in place, including permits to work.

 Discuss all safety and operational aspects with the dry dock safety representative. Discuss
your company’s requirements and procedures related to safety and come up with a mutual
plan.

 Ensure emergency scenarios are discussed and prepared for and procedures for
firefighting, rescue, explosion, evacuation, etc are agreed upon.

 During the daily meeting, delegate tasks to the various officers for the day. This is also the
time to carry out risk assessment for the jobs that are to be carried out and to issue
permits, discuss safety concerns, etc.

 Ensure methods for disposal of waste generated in the dry dock are agreed upon and are
keeping in line with the company’s environmental policy.

 No smoking signs to be posted and adhered to.

**I told him delegate duties to officers, safety meeting, checklist before commencing work,
prepare for survey and all…but he told me specifically as per ISM. Wanted to hear emergency
preparedness, ensure safety and environment protection policy maintained, safe operations, etc.

4. What are the key rules in ROR according to you?

Rules 5, 6, 7, and 8; and for master, Rule 2.

5. Anchor vessel right ahead, what action and which rule?

Rule 8: Alter port or starboard, but pass from stern and not from ahead to avoid fouling with
anchor.

6. Master’s obligation in T/C?

 Prepare vessel for loading

 Provide a seaworthy ship

 Check designated port is safe port and within geographical limits mentioned in the charter
party

 Load, handle, stow, carry, and discharge properly.

7. What all will you bear in mind when preparing a stowage plan as a master?

I will check the proposed stowage plan for the following:

  I will check the intended voyage of the vessel to determine which loadline zones the vessel
will be going through, and ensure that the appropriate loadline (summer, winter, or
tropical) is not submerged as per the proposed plan.

 I will check that the localized stresses (SF, BM, and TM) are not exceeded, keeping in mind
company procedures and estimated weather conditions for the proposed voyage.

 I will check that the stability criteria comply with the Code of Intact Stability and any
procedures set down by the company.

 I will check that stowage of IMDG cargo is as per DOC for carriage of dangerous goods.

 I will ensure that IMDG manifests for all DG to be loaded as present on board and have
been signed by me.

 I will check that IMO visibility criteria are complied with.

8. When will you consult an Indian consular officer?

 For application for provisional certificate of registry in a port outside India

 For inspection of provisions and food in a foreign port

 To report any offence or misconduct in a foreign port

 To obtain certificate of seaworthiness

 In case you have been sent to take over a vessel outside India and the Master refuses to
hand over.

9. How will the new MLC affect your CBA?

 MLC gives the seafarer the right to a collective bargaining agreement (CBA).

 Applicable CBAs should be incorporated in the employment agreement.

 Copy of the applicable CBA shall be available on aboard for the seafarers to review their
conditions for employment.

 MLC Guideline B2 sets recommended calculation of payment at 1 ¼ times basic pay to

seafarers when transiting HRAs. This should be included in the CBA.

 Upon completion of employment seafarers have the right to be repatriated home at no

cost to themselves.

 CBA should ensure that ship-owners provide prompt medical attention and have adequate
measures for addressing seafarer medical care.

 CBA must include terms of financial support to the seafarer in cases of sickness, injury or
death that occurs during the course of employment.
  Seafarer has the right to be paid regularly and in full, at least monthly in accordance with
CBA.

 CBA should define the normal working hours and set down the overtime rate, in case of
work beyond working hours.

 Maximum hours of work or minimum hours of rest should be defined in the CBA. Normal
working hours are 8 hours of day, with one day of rest per week.

 Maximum hours of work

o Not more than 14 hours in any 24 hour period

o Not more than 72 hours in any 7 day period

 Minimum hours of rest

o At least 10 hours in any 24 hour period

o At least 77 hours in any 72 hour period

o Hours of rest cannot be divided into more than 2 period, one of which should be at
least 6 hours

 Days of rest and public holidays to be specified.

 No deductions can be made from pay, including fees for obtaining employment, unless
agreed to in CBA.

10. How as a master will you implement ISM on board?

 My main aim will be to develop a safety culture on board

 I will conduct safety drills and training to ensure people are prepared for an emergency

 I will conduct safety meetings and discuss safety circulars.

 I will conduct management meetings

 I will ensure safe operation in accordance with procedures in the SMS

 I will ensure that safety checklists are complied with at all times.

 PMS: I will take regular rounds on deck and ensure that maintenance is carried out as per
schedule

 I will ensure that critical equipment is identified and well maintained.

11. What are a master’s duties at sea?

 The master is the company’s representative on board. His duty is to command the vessel in
accordance with national and international rules and regulations and with the company’s policies
and procedures.

 I will ensure that the ship is seaworthy

 Ensure safety of crew, ship, and environment

 Report dangers, derelicts, TRS, etc.

 Assist persons and crafts in distress

 Provide assistance in case of collision

 Ensure proper execution and monitoring of passage plan

 Ensure proper provisions, water, and accommodation for all crew

 Conduct regular inspections of accommodations, provisions, and water

 Ensure compliance with rest hours, and records are maintained of the same

 Ensure all certificates of vessel and crew are up-to-date and in order

 Ensure wages of crew are paid every month as per CBA or agreement

 Ensure SMS is implemented on board; all safety procedures as laid down in the SMS to be
followed and any accidents or near misses to be reported

 Ensure periodic reviews of the SMS

 Ensure flag state and class is informed when required of any incidents or accidents

 Prepare standing and daily orders

 Ensure charts, navigation manuals etc. are available on board and up-to-date

 Ensure that amount of bunkers, provisions, and water are sufficient for the intended
voyage

 In port: Ensure that loading and unloading of cargo is performed in accordance with
applicable rules, instructions, and contracts

 Ensure all embarked personnel receive appropriate medical care

12. How do you ensure as master that the crew agreement is followed on board?

 Payment allotment and advance of crew wages: ensure paid every month

 When discharging crew, true account of his wages paid and deduction done

 In case of any injury or accident ensure medical compensation given

  Hours of rest, work. and overtime are complied with

13. You are coming out of port with pilot on board, and pilot has to be dropped at fairway buoy duties
strong currents?

Master has legal command at all times and the pilot is merely there in an advisory capacity. I will
monitor the maneuvers carried by pilot and check that proper helm and engine orders are given. I
will ensure that speed and course are adjusted to counteract the strong current. I will ensure that
the position of the vessel is monitored at all times and consider using counter helm and more
speed to counteract the current. Prior to the pilot disembarking, I will ask the pilot about any
expected vessel traffic in the vicinity that may be of concern.

14. Your vessel is grounded under pilotage: Action?

 I will follow the contingency plan on board for grounding

 Stop engines

 Raise the alarm; all personnel to be mustered and head count taken and reported

 Any injured or missing personnel to be attended to

 Send reports to coastal authorities, owners, charterers and P & I

 Note letter of protest to pilot

 Instruct C/O to carry out sounding of all bilges and ballast tanks to determine if there any
hull damage and ingress of water

 Over side soundings to be taken to obtain an idea of the depths and nature of seabed

 Determine tidal levels and estimate if vessel can be safely re-floated at high tide

 Seek assistance from the local authorities and tugs

 Ensure that no pollution has been caused as a result of the grounding; in case of pollution,
take steps to minimize and restrict the pollution; send appropriate reports to port state,
owners, and P & I; seek assistance from local agencies to limit and clean pollution, if it is
not possible to do so solely by the use of on board resources

 In case of hull rupture and flooding, determine the survivability of the vessel through the
use of the damage stability booklet; obtain assistance from ERS; consider asking for salvage

15. Is this a case of general average?

No, since general average requires extraordinary sacrifice or expenditure that is intentionally and
reasonably made for the common safety for the purpose of preserving from peril the property
involved in a common maritime adventure. An exception where general average could be declared
is if the engines and anchor are used to re-float the grounded vessel resulting in damage to hull
and machinery.
16. What if you are stranded?

Yes. Then it is general average. In the case of stranding, the following activities come under general
average:

 Cost of tugs engaged to pull ship off the strand

 Jettisoning of cargo to re-float stranded vessel

 Loss of freight on jettisoned cargo

 Cost of discharging part cargo into barges to lighten the vessel

17. Who pays for salvage?

The owners pay for salvage as per LOF and SCOPIC. The P & I clubs cover this payment.

18. If there is pollution, then who will pay?

For pollution from laden oil tankers, it is covered under International Convention on Civil Liability
for Oil Pollution Damage (CLC) and Fund convention.

For non-tankers over 1000 GT, Bunker CLC will apply (India has not ratified Bunker Convention).

19. PSC detained, you as a master are not happy; action?

If an owner or operator wishes to make an appeal about a detention decision, then in the first
instance they should use the official national procedures of the Port State that issued the detention
notice within 30 days. A complaint with the relevant details may also be sent to the vessels flag
State or recognized organization. The flag State, or recognized organization may then ask the port
State to reconsider its decision to detain the ship. The port State will investigate the detention
decision, and inform the Flag State of the outcome. If the flag State disagree with outcome of the
ports States ruling, they may request for a review by the MOU’s Detention Review Panel.

20. Wreck Removal, duties of master?

 Master to inform affected state without delay that the ship has been involved in a marine
casualty resulting in a wreck

 Master to prepare a report consisting of name and business place of owner, precise
location of wreck, type size and construction of wreck, nature of damage to and condition
of wreck, nature and quantity of cargo in particular any hazardous and noxious substances,
the amount and types of oil including bunker oil and lub oils onboard.

21. Safcon survey preparation?

Before SAFCON survey, following items to be checked:

 Structural strength of the vessels is good. No part of deck or hull is badly corroded.

 Watertight doors are in good condition. Remote and local controls are working properly.
  Bilge pumping and drainage conditions are in good condition.

 Condition of electrical equipment and installation

 Emergency sources of electrical power

 Electric and electro-hydraulic steering gears

 Precautions against shock, fire and other hazards of electrical origin

 Fire protection arrangements, fixed and portable firefighting equipment are well
maintained and in good operating condition

 Condition of boilers and machinery

 Means of going astern

 Shaft

 Boiler feed system in good condition

 Steam pipe systems in good condition

 Air pressure systems are in good condition

 Cooling water systems are in good condition

 Fuel, lubricating and other oil systems are in good condition

 Means of communication are in good condition (between bridge and steering room, bridge
and local maneuvering station)

 Anchor chain and cables

 Means of escapes are well maintained and in good condition

 Means of stopping machinery

 Shutting off fuel suction pipes

 Closing of watertight opening

 Condition of hatch covers, container sockets, cell guides, and cargo holds

 Arrangements for UMS ships – alarms, shutdowns etc.

22. How is the MLC beneficial to a Master?

 Flag state takes the responsibility of crew rights

 Master just has to implement MLC onboard, by ensuring valid DMLC 2, DMLC1, and SOC of
MLC on board
23. How will a master implement MLC?

Master can implement MLC on board, by ensuring valid DMLC 2, DMLC1, and SOC.

24. SEQ survey preparation

LSA:

 Muster list updated and posted in conspicuous position

 Lifejacket donning instructions posted in conspicuous positions

 Emergency stations and exits directed by arrows

 Lifeboats and associated equipment are maintained and in good condition

 Life raft serviced annually and marked as per SOLAS

 Launching instructions of all survival crafts are displayed near the craft

 No. of lifebuoys are as per SOLAS. Their markings, symbols, life lines, smoke signals are in
good condition

 Bridge pyrotechnics are adequate and in good condition as per SOLAS

 Emergency lights and general alarms are in good condition

FFA:

 Fire control plans displayed in conspicuous places

 Copies of fire plans are available in fire wallet

 Fire detection system in good condition

 Main and emergency fire pumps in good condition

 Fire hoses, nozzles, fire hose boxes in good condition and stowed properly

 International shore connection in proper place and location marked properly

 Fixed fire extinguishing system in good condition

 Portable fire extinguishers in good condition, properly maintained, marked as per SOLAS

 Fire main system, isolating valves, hydrants in good and operational condition

 Location of fireman’s outfit marked. All associated equipment is adequate as per SOLAS
and in good condition

 Number of fireman’s outfits, BA sets, air bottles are adequate as per SOLAS and in good
condition
 OTHER ITEMS:

 Navigation lights, shapes, sound signaling appliances in good condition

 Magnetic compass in good condition, and deviation curve, compass error book are
properly maintained

 Radar, arpa, echo sounder, gyro compass, position fixing instruments, log, ROTI in good
condition

 Adequate and up to date charts and publications are onboard

 Pilot ladder in good condition

25. Certificate of class preparation?

A Special Survey or Class Renewal Survey is carried out every 5 years to renew the Classification
Certificate.

 The Master must provide the necessary facilities for a safe execution of the survey

 Tanks and Spaces are to be safe for access, i.e. gas freed, ventilated and illuminated.

 In preparation for survey and thickness measurements and to allow for a thorough
examination, all spaces are to be cleaned including removal from surfaces of all loose
accumulated corrosion scale

 Sufficient illumination is to be provided

 Where soft or semi-hard coatings have been applied, safe access is to be provided for the
surveyor to verify the effectiveness of the coating and to carry out an assessment of the
conditions of internal structures which may include spot removal of the coating.

 For Overall Survey, means are to be provided to enable the surveyor to examine the hull
structure in a safe and practical way.

 For Close-up Surveys, one or more of the following means for access, acceptable to the
Surveyor, is to be provided:

o Permanent staging and passages through structures

o Temporary staging, e.g. ladders, and passages through structures;

o Lifts and movable platforms.

o Boats or rafts.

o Other equivalent means.

  Survey at sea or anchorage may be undertaken when the Surveyor is fully satisfied with the
necessary assistance from the personnel onboard and provided the following conditions
and limitations are met:

o Surveys of tanks by means of boats or rafts is at the sole discretion of the attending
Surveyor, who is to take into account the safety arrangements provided, including
weather forecasting and ship response in reasonable sea conditions. Appropriate
life jackets are to be available for all participants. The boats or rafts are to have
satisfactory residual buoyancy and stability even if one chamber is ruptured. A
safety checklist is also to be provided. An oxygen-meter, breathing apparatus,
lifeline and whistles are to be at hand during the survey. For oil tankers and
chemical tankers an explosimeter is also to be provided.

o A communication system is to be arranged between the survey party in the tank

and the responsible officer on deck. This system must include the personnel in
charge of ballast pump handling if boats or rafts are to be used.

o Surveys of tanks by means of boats or rafts will only be permitted for the under
deck areas of tanks when the coating of the under deck structure is in GOOD
condition and there is no evidence of wastage. The only exception to this, at the
discretion of the Surveyor, is where the depth of under deck web plating is 1.5 m
or less. Alternatively, rafting may be used if a permanent means of access is
provided in each bay to allow safe entry and exit. This means of access is to be
direct from deck via a vertical ladder and a small platform fitted approximately 2 m
below deck. Where these conditions are not met, then the under deck area will
require to be staged for survey.

26. Tonnage certificate, what is the need?

The International Tonnage certificate determines the tonnage of the ship. This tonnage is used for
determining a number of important items such as:

 Taxes and port dues may be based on the tonnage of ships.

 Various international regulations specify the requirements for different types of ships based
on tonnage.

 Compulsory insurance to comply with CLC is also based on tonnage.

 Certain ports may base the number of tugs required, number of pilots, or other restrictions
based on tonnage.

 Fees for transiting canals and inland waterways are often determined based on the tonnage
of a vessel.

27. Un-berthing as Master?

 Ensure pre-departure checks have been carried out as per Company’s procedures including
steering gear and bridge/engine room checks.
  Passage plans to have been prepared from berth-to berth and verified by you.

 Pilot card has been prepared.

 Cargo work has been completed and all paperwork carried out by Chief Officer.

 Drafts verified and final printout of stability condition received and verified by you.

 Engine room has been given notice as required.

 Port clearances received and other local port formalities have been completed.

 Weather forecasts have been obtained for the proposed voyage.

 IMDG manifests received for all DG cargo loaded on board and same have been signed by
you.

 All crew are present on board and passports/seamen’s books verified.

 Lashing of all cargo has been completed and verified by Chief Officer.

 Tugs have been ordered based on the Pilot’s advice, port requirements, company
procedures, and prevailing conditions.

 Pilot boarding arrangements have been prepared and checked by a responsible officer.

 Stowaway search has been carried out and all stevedores have disembarked.

Once the pilot has boarded and vessel is ready for departure, following to be carried out:

 Stations to be announced and all personnel to proceed to their designated stations.

 Communications between bridge, mooring stations, and ECR to be tested.

 Mooring winches to be put off auto tension mode and to be tested.

 Main engines, bow and stern thruster to be tried out.

 Tugs to be made fast.

 Anchors to be ready to let go in case of an emergency.

28. Ship station license contents, validity?

 Issuing Authority

 Validity: 1 year

 Name of registered owner or operator

 Name of Ship

 Call Sign
  MMSI Number

 Sea Areas

 Equipment

 Type

 Power

 Class of Emission

 Frequency Bands

 Other Equipment

 Date and place of Issue

 Signature and Stamp of Issuing Authority

 Date of Renewal

29. In Time Charter, what you will do as a master in loading?

Before loading be thorough with time charter terms and conditions and check if we can load that
particular cargo, check loading temp, carriage requirements n all n speak whatever comes to your
mind.

30. Grounding at Indian Port; action as Master?

 Stranding on the Indian coast is defined as a shipping casualty under MSA Part XII Section
358.

 The master of any ship involved in a shipping casualty shall immediately give notice to the
officer appointed in this behalf by the central government.

**Further actions as per Q14.

31. Construction requirements for COLREGS?

As per COLREGS Annex I:

 Mast head lights:

o For a power-driven vessel greater than 20 meters in length and greater than 6
meters in breadth, the minimum height of forward mast head light is 12 meters
above the hull.

o Aft mast head light should be at least 4.5 meters higher the forward one.
 o Vertical separation of mast head lights to be such that in all normal conditions of
trim, the aft light will be seen over and separate from the forward light at a
distance of 1000 meters from the bow when viewed from sea level.

o Mast head lights to be so placed as to be above and clear of all other lights and
obstructions

o Horizontal distance between mast head lights shall not be less than half the length
of the vessel, but need be more than 100 meters

o Forward light shall be placed not more than one-fourth the length of the vessel
from the bow

 Side lights:

o Side lights shall be placed at a height above the hull not greater than three
quarters of the forward mast head light.

o Side lights shall not be placed in front of the forward mast head lights; they shall
be placed at or near the side of the vessel

o Side lights of vessels more than 20 meters in length to be fitted with in-board
screens, painted matt black

 When rules prescribed two or three lights carried in a vertical line, they shall be:

o Spaced not less than 2 meters apart

o Lowest of these lights shall be placed at a height of not less than 4 meters above
the hull, expect for a towing light

o When three lights are carried they shall be equally spaced

 Anchor lights:

o Forward anchor light shall not be less than 4.5 meters above the aft one

o On a vessel of greater than 50 meters length, forward anchor light at height of not
less than 6 meters above the hull

 Maneuvering lights:

o Shall be placed in the same fore and aft vertical plane as the mast head lights

o Minimum height of 2 meters vertically above the forward mast head lights

32. Licensing of Indian Ship?

As per MSA Part XI, control of Indian ships and ships engaged in coasting trade:
  Section 404: Application – applies to sea-going ships fitted with mechanical means of
propulsion not less than 150 gt

 Section 406: Indians ship to be licensed – no Indian ship or other ship chartered by a citizen
of India or Indian company to be taken to sea without license granted by DG shipping

o License may be (1) general license (2) license for coasting trade of India (3) license
for specified period of voyage

 Section 410: No port clearance until license is produced – customs collectors shall not grant
port clearance to ship

33. Preparation for SMC survey?

1. CERTIFICATES AND DOCUMENTS: Ensure

 All required classification, statutory and other trading certificates are readily
available.

 A copy of company’s valid DoC with endorsements for annual verification is

available.

 A valid SMC is available.

 The name, company ID number, and address of the company must be the same on
SMC and DoC.

 All ISM manuals, procedures and instructions are available in the latest versions.

 A copy of company’s SEP policy is available.

 All records required by the ISM procedures are available and completed as required.

 Ship’s library, documentation and manuals are valid, complete and available as
applicable and as required by the procedures and the Flag.

 The relevant procedures, instructions and records must be in the working language
of the crew.

 All officers and crew should have access to the relevant procedures and instructions,
including the LSA and FFA training manuals that should be available in the officers
and crew lounges.

 It is recommended that notice board are kept up to date to highlight safety bulletins,
procedural changes, contact details, work and rest hours and other relevant
information.

2. SYSTEM MANAGEMENT: The effectiveness of the SMS is to be analyzed and reviewed.

Opportunities for improvement of the system are to be identified and implemented. The
following are some of the key aspects to achieve this:
  The Master’s Reviews are carried out as required and relevant identified action
items are addressed.

 Internal audits are held as required by the SMS, at intervals not exceeding twelve
months. Reports are to be made available on board.

 External audits are held as required by the ISM code. Reports are to be made
available on board.

 Procedures for reporting non-conformities, accidents, incidents and near misses,

analysis and follow-up are implemented. Required corrective and preventive actions
are carried out and verified for satisfactory implementation.

 All identified risks to its ships, personnel and the environment are assessed and
appropriate safeguards established. Evidence of the risk assessments needs to be
available.

3. RESOURCES AND PERSONNEL: Ensuring that personnel are competent, qualified, medically
fit, well rested and fully familiar with their duties and responsibilities is a key aspect of an
effective safety management system.

 The number of personnel meets the requirements of the Minimum Safe Manning
Certificates.

 STCW certification is available as required for all personnel in originals (CoC, Flag
State endorsements, or evidence of application for same / Confirmation of Receipt
of Application and ship type specific endorsements).

 Medical fitness certificates are available for all personnel in originals.

 Evidence that crew members have received familiarization and other required
training.

 Crew members are familiar with: - the company’s safety and environmental
protection policy- their duties and responsibilities as identified SMS- officers are
familiar with the identity, duties and contact details of the Designated Person
Ashore (DPA).

 All personnel can communicate effectively in the working language of the ship or
another language readily understood.

 Work and rest hours are as required and accurate records are available.

 Master’s responsibility and authority is clearly defined, documented and

understood.

4. INSPECTION AND MAINTENANCE:

 Inspection and preventative maintenance of all equipment, machinery and

structures are carried out as required by the Management System.
  Maintenance and inspection routines are carried out by competent officers /
personnel and under supervision of heads of department.

 All Life Saving Appliances and Fire Fighting Equipment are in good working condition
and ready for immediate use.

 Records of inspection, maintenance, testing and calibration are readily available

 Identified defects and deficiencies are acted on promptly and their status is
controlled, including the appropriate follow up.

 Defects and deficiencies have been reported to the company, class society, flag
administration, Recognized Organization and/or port authorities as necessary.

 Sufficient spare parts are available in accordance with the requirements of the
management system for the safe operation of the vessel.

 The status of requisitions is controlled.

 Housekeeping, cleanliness and hygiene are satisfactory in all areas.

 Equipment and technical systems, the sudden operational failure of which may
result in hazardous situations, has been identified and the maintenance is carried
out as required and sufficient spare parts are available.

5. EMERGENCY PREPAREDNESS:

 Procedures are available for all potential emergency situations.

 The Muster List is up to date and meets SOLAS requirements as per CH III Reg. 37.

 Fire Control plans are up to date and reflect the equipment onboard. Fire plans are
identical in all locations.

 All personnel are familiar with: - the alarm signals- their muster station- their duties
in case of an emergency.

 A program for Drills and Exercises is in place (Including all identified potential
emergency situations).

 Drills and exercises are held and documented as required.

 Drills and exercises are relevant, reviewed on completion and learning points are
identified.

 All emergency equipment is well maintained and ready for use.

 Emergency escapes are free from any obstruction.

 Emergency contact details for the company are readily available.

  Emergency contact details for the port – including Agent, P&I Club, Port
control/Harbor Master, Pollution control and emergency services are readily
available.

6. SHIPBOARD OPERATIONS:

 Procedures are available for all key shipboard operations.

 Responsibilities and duties are clearly assigned to qualified personnel.

 All personnel are familiar with their duties and responsibilities.

 Procedures are implemented effectively and records maintained as required.

34. Prepare for Safety Radio Survey

Refer to Form-R, attached with the certificate. It contains the survey items.

Following items to be in good operational condition:

 VHF radio telephony

 VHF DSC

 MF/HF radio telephony, NBDP

 MF/HF DSC

 INMARSAT

 NAVTEX receiver

 EGC receiver

 EPIRB, battery expiry date

 SART, battery expiry date

 Two way VHF radio telephony apparatus

 Main and Emergency sources of power

 Battery, battery charging system

 General operator’s certificate

 GMDSS log book

35. IOPP Form A & B: Contents. Prepare for IOPP certificate.

Preparation for IOPP survey

1. ORB properly filled up and endorsed

 2. ODMCS in good working condition

3. OWS and filtering equipment in good working condition

4. Pumping and piping systems are in good working condition

5. SOPEP is updated and endorsed

6. Anti-pollution gear is sufficient

IOPP Certificate contents:

 Particulars of Ship

 Type of Ship

 Validity of Certificate

 Date of Issue of Certificate

 Signature and Stamp of Surveyor

 Place for endorsement of Annual, Intermediate surveys

IOPP Form A (For non-tankers):

 Particulars of Ship

 Equipment for control of oil discharge from machinery space bilges and oil fuel tanks:

o Carriage of ballast water in fuel tanks (Y/N)

o Type of oil filtering equipment fitted with details

o Approval standards for the fitted equipment

 Details of holding tanks for the retention of oily bilge water

 Details of tanks for the retention of sludge

 Means for disposal of residue from sludge tanks

 Details of SOPEP

 Any Exemptions

IOPP Form B (for tankers only).

36. Does ROR apply to War Ships?

COLREGS Rule 1: Application states that, “These Rules shall apply to all vessels upon the high seas
and in all waters connected therewith navigable by seagoing vessels.” Thus, these rules apply to all
ships big or small including small yachts, fishing vessels and warships – as long they sail on the seas.
37. ISM related duties of Master.

 Implementing the safety and environmental-protection policy of the Company;

 Motivating the crew in the observation of that policy;

 Issuing appropriate orders and instructions in a clear and simple manner

 Verifying that specified requirements are observed; and

 Periodically reviewing the safety management system and reporting its deficiencies to
the shore-based management.

38. Casualty investigation.

As per MSA notes in Notebook.

39. What surveys will be carried out on 20-year-old Bulk Carrier?

 Special survey (Class)

 Enhanced survey Program (ESP)

40. Freeboard assignment for Type B Ship?

All ships (with certain exceptions) are required to be surveyed and marked with permanent load
line markings in accordance with the International Convention on Load Lines, 1966 as modified
1988. The principle purpose of load line assignment is to ensure that the ship always has sufficient
reserve buoyancy and intact stability when proceeding to sea.

The following ships are not required to have load lines assigned:

 Warships;

 New ships of less than 24 meters in length;

 Existing ships of less than 150 tons gross;

 Pleasure yachts not engaged in trade, and;

 Fishing vessels.

**Freeboard: The freeboard assigned is the distance measured vertically downwards amidships
from the upper edge of the deck line to the upper edge of the related load line.

Type “A” ships

 Tankers, tank barges, & similar designs, only to carry liquid cargoes in bulk

 High integrity of exposed deck, cargo tanks with only small access openings closed by
watertight gasketed steel (or equivalent) covers

 Low permeability of loaded cargo tanks

 Type “B” ships

 Ships that are not Type A

 Type B ships are assigned bigger freeboards (less favorable).

 However, certain Type “B” ships may qualify for reduced freeboards (more favorable).

Type “B” reductions: (B – 60; B – 100)

 If L > 100 m, loaded, will be afloat after flooding of any compartment/s, excluding the
machinery spaces

 If L > 150 m, same, but including machinery spaces

 In such cases, freeboard. may be reduced up to 60% of the difference between Type " A "
and Type “B” freeboards

 Under certain conditions, the Freeboard may be reduced up to 100% of the difference
between Type " A " and Type “B” freeboards

41. Loading copper concentrates on an international voyage under voyage charter party; duties of
master?

(All criteria from SOLAS Chapter 12)

42. How do you decide which cargo you can load on bulk carriers?

 Refer to International Maritime Solid Bulk Cargoes Code.

 Information required from the shipper: Before you can accept a cargo for shipment, the
shipper must provide the Master with valid, up-to-date information about the cargo’s
physical and chemical properties.

 Checking the cargo schedule: Individual cargoes are listed in ‘schedules’ which are contained
in Appendix 1 of the Code. These describe each cargo’s properties and detail the
requirements for handling, stowing and carrying it safely.

 The IMSBC Code categorizes cargoes into three groups:

o Group A – cargoes which may liquefy if shipped at a moisture content exceeding their
Transportable Moisture Limit (TML).

o Group B – cargoes which possess a chemical hazard which could give rise to a
dangerous situation on a ship.

o 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.

o You can find the Group for a particular cargo in its schedule.
43. What is the action taken when COR is lost in a foreign port?

As per MSA Part V: Registration of Indian ships Section 36:

 In the event that the certificate of registry of Indian ship is lost within India, the registrar of a
port of registry shall grant a new certificate in lieu

 If COR is lost in a port outside India, the master shall approach the nearest Indian consular
officer, and make a declaration stating facts, names, and descriptions of the registered
owners of the ship, and will thereupon, be granted a provisional certificate of registry,
containing a statement of the circumstances under which it is granted. This provisional
certificate should be delivered to a registrar of a port of registry within 10 days after the
ships arrival to her first port in India.

44. What is the key rule of watchkeeping while doing watches on bridge as per STCW 2010?

As per Section A-VIII/2 of the STCW Code “Watchkeeping Arrangements and Principles to be
Observed”:

A proper lookout shall be maintained at all times in compliance with rule 5 of the International
Regulations for Preventing Collisions at Sea, 1972, as amended and shall serve the purpose of:

 Maintaining a continuous state of vigilance, by sight and hearing as well as by all other
available means, with regard to any significant change in the operating environment;

 Fully appraising the situation and the risk of collision, stranding and other dangers to
navigation; and

 Detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards
to safe navigation.

 The lookout must be able to give full attention to the keeping of a proper lookout and no
other duties shall be undertaken or assigned which could interfere with that task.

 The duties of the lookout and helmsperson are separate and the helmsperson shall not be
considered to be the lookout while steering, except in small ships where an unobstructed all-
round view is provided at the steering position and there is no impairment of night vision or
other impediment to the keeping of a proper lookout. The officer in charge of the
navigational watch may be the sole lookout in daylight provided that on each such occasion:

o The situation has been carefully assessed and it has been established without doubt
that it is safe to do so;

o Full account has been taken of all relevant factors including but not limited to:

 state of weather,

 visibility,

 traffic density,
  proximity of dangers to navigation; and

 the attention necessary when navigating in or near traffic separation schemes;

and

o Assistance is immediately available to be summoned to the bridge when any change in

the situation so requires.

45. Cadet slaps Chief Officer – Action?

 Interview cadet and Chief Officer separately and try to ascertain the reason as to why the
Chief Officer was slapped by him.

 Keep both of them under observation and if necessary, intervene directly and take over the
Cadet’s training.

 Additionally as per MSA Part VII: Seamen and Apprentices:

o Section 194: General offences against discipline – A seaman shall be guilty of an

offence against discipline if he assaults the master or any other officer, seamen or
apprentice belonging to the ship.

o Section 196: Entry of offences in official logs – Entry to be made in official log and
signed by master, mate and one of the crew. Offender to be furnished with a copy
of the entry and his reply noted and statement given by him to also be put down in
the official log book.

46. What are the conditions under which a Chief Officer and Chief Engineer can be sacked?

The following acts of misconduct, if proved to the reasonable satisfaction of the Master to have
been committed, are those for which dismissal from the ship, either immediately or at the end of
the voyage will, according to the circumstances of the case, be considered appropriate, apart from
any legal action which may be called for:

 Assault;

 Willful damage to ship or any property on board;

 Theft or possession of stolen property;

 Possession of offensive weapons;

 Persistent or wilful failure to perform duty;

 Unlawful possession or distribution of drugs;

 Conduct endangering the ship or persons on board;

 Combination with others at sea to impede the progress of the voyage or navigation of the
ship;
  Disobedience of orders relating to safety of the ship or any person on board;

 To be asleep on duty or fail to remain on duty if such conduct would prejudice the safety of
the ship or any person on board;

 Incapacity through the influence of drink or drugs to carry out duty to the prejudice of the
ship or of any person on board;

 To smoke, use a naked light or an unapproved electric torch in any part of a ship carrying
dangerous cargo or stores where smoking or the use of naked lights or unapproved torches
is prohibited;

 Intimidation, coercion and interference with the work of other employees;

 Behavior which seriously detracts from the safe and efficient working of the ship;

 Behavior which seriously detracts from the social well-being of any other person on board;

 Causing or permitting unauthorised persons to be on board the ship while it is at sea;

 The solicitation or acceptance of any gratuities or favors, whether in cash or kind, in the
course of or related to service with the owners;

 Repeated acts of misconduct of a lesser degree listed in paragraph after warnings have been
given in accordance with the procedures.

47. Procedure for recovery of wages.

As per MSA Part VII: Seamen and Apprentices:

 Section 145 – Summary proceedings for wages: Seaman or apprentice or person duly
authorized on his behalf may apply to Judicial Magistrate First Class or Metropolitan
Magistrate in or near the place at which his service has been terminated for wages due.

 Section 146 – Summary proceedings for wages shall not be referred to Civil Court except
when:

o Shipowner has been declared insolvent

o Ship is under arrest or sold by authority of the court

o Judicial magistrate First Class or Metropolitan Magistrate refers the matter to

Court.

 Section 147 – Wages not recoverable outside India in certain cases: where seaman is
engaged for a voyage which is to terminate in India, he shall not be entitled to sue for wages
in any court outside India.

48. New MS Notice regarding Medical Certificate

MS Notice 13 of 2013: Issue of Letter of Approval to Medical Examiners on DGS Panel

 Empaneled medical examiners who have not been issued with formal letter for approval from DG
Shipping may apply to DGS by mail on their official letterhead requesting for letter of approval.

49. Oil Cess of Oil Tankers?

As per MSA Part XIA – Prevention and Containment of Pollution of Sea by Oil, Section 356M, every
ship that carries oil as cargo shall be levied a charge that is contributed to the Oil Pollution Cess at
a rate not exceeding 50 paise:

 For every tonne of oil imported into India in bulk

 For every tonne of oil shipped from India in bulk as cargo.

Cess shall not be levied if the ship has already paid the levy within a period of three months at any
Indian port. The proceeds of the oil cess are to be utilized for the purpose of providing oil reception
facilities and equipment and materials for combatting oil pollution at Indian ports.

As per Section 356N applicable ships will not be granted port clearance if they have not paid the oil
cess.

50. Who is MAS in India?

DG Shipping

51. Duties of Salvage Operator.

 Carry out salvage ops with due care

 Prevent or minikize damage to environment

 Seek assisstance from other salvors if circumstajces require

 Accept intervention of other salvors when requested by master/owner of vessel in danger.

52. Who issues Radio Licence in India?

Wireless Planning and Coordination Wing (WPC) of Department of Telecommunications, New

Delhi.

53. IMSBC Code, contents and explain?

54. Is alternate hold loading allowed on Bulk Carrier?

As per SOLAS Chapter XII: Additional Safety Measures for Bulk Carriers, Regulation 14: Restrictions
from sailing with any hold empty:

Bulk carriers of 150 m in length and upwards of single-side skin construction carrying cargoes
having a density of 1,780 kg/m3 and above if not meeting the requirements for withstanding
flooding of any one cargo hold, shall not sail with any hold loaded to less than 10% of the hold’s
maximum allowable cargo weight when in the full load condition, after reaching 10 years of age.

55. Situations asked :

 Pilot vessel on port bow, risk of collision, Action and as per which rule?

Pilot vessel is not specified anywhere in the COLREGS, so I will take action to avoid collision as per
rule 8. Also, pilot vessels operate in coastal waters, and hence inland waters rules will apply for
that state.

Pilot Vessel

Own vessel

Sailing vessel

Own vessel

Vessel anchored right ahead, action and as per which rule

I will alter course to port or starboard depending on the orientation of the vessel and pass well clear
of her stern so as not to risk fouling with her anchor cable if crossing from the bow.

Anchor Vessel

Own Vessel
 Own vessel

R.V. (Distance reducing)

Target vessel

In all above situations he wants to know action taken by own vessel as per which rule.

56. What is memoranda?

In law, it is a short written statement outlining the terms of an agreement, transaction, or contract.
For example, memorandum of understanding, memorandum of agreement, or memorandum of
association.

57. What is home trade ship?

As per MSA Part I – Preliminary, a home trade ship is a ship not exceeding 3000GT which is
employed in trading between:

 Ports or places in India and other port or places in India

 Ports or places in India and ports or places in Ceylon, the Maldives, Malaysia, Singapore or
Burma.

58. Ship routing, SOLAS chapter 5?

As per SOLAS Chapter V, Reg. 10, Ships Routing:

 Ships' routeing systems contribute to safety of life at sea, safety and efficiency of navigation
and/or protection of the marine environment.

 The Organization is recognized as the only international body for developing guidelines,
criteria and regulations on an international level for ships' routeing systems.

 Ship routeing systems developed by Governments must be submitted to the Organisation for
approval.

 A ship shall use a mandatory ships' routeing system adopted by the Organization as required
for its category or cargo carried unless there are compelling reasons not to use a particular
ships' routeing system. Any such reason shall be recorded in the ships' log.

59. What is PCS? (Port Community System)

Port Community System (PCS) is intended to integrate the electronic flow of trade related
document/information and function as the centralized hub for the ports of India and other
stakeholders like Shipping Lines/Agents, Surveyors, Stevedores, Banks, Container Freight Stations,
 Customs House agents, Importers, Exporters, Railways/CONCOR, Government regulatory agencies,
etc. for exchanging electronic messages in secure manner.

The main objectives of the PCS are:

 Develop a centralized web-based application, which act as SINGLE WINDOW, for the port
community members/stakeholders to exchange messages

 Electronically in secure fashion.

 Reduce transaction time & cost in port business

 Achieve paperless regime in port sector

 Implement an e-commerce portal for port community

 DATA RESPOSITORY for research and analysis

60. When master is seaman?

Master is seamen as peer MSA within Section 178 to 183: Special Provisions for Protection of
Seamen in Respect of Litigation.

61. National colours as per MS act? What are national colours of the flag? Where is it mentioned?

As per MSA Part V, Section 63, the Central Government may by notification in the official Gazette
declare what shall be the proper national colours for all ships registered under this act and for all
ships which are not so registered but which are owned by the government by any local authority or
body or citizen of India. Different colours may be declared for different classes of ships.

As per Section 66, any Indian ship shall hoist proper national colours:

 On being signalled by Indian naval vessel

 On entering or leaving any foreign port

 If of 50 GT or above, on entering or leaving any Indian port

62. What do you know about task force?

SECRETARY-GENERAL of International Maritime Organisation (IMO), Koji Sekimizu recently,

announced that a task force has been established to work on eight pillars around which sustainable
maritime development goals could be set. The eight pillars are:

1) safety culture

2) environmental stewardship

3) energy efficiency

4) new technology and innovation

5) maritime education and training

6) maritime security and anti-piracy actions

7) maritime traffic management

8) maritime infrastructure development and global standards at IMO.

63. Precautions signing bill of lading?

A Bill of Lading is a receipt for the goods carried on ship, or when technically put, is an evidence of
contract between the shipper and the carrier. It is a documented title for the goods, signifying that
the holder of the Bill of Lading is the legal owner of the goods it states. As a general rule, the
Master has the authority by law to sign the Bill of Lading on behalf of the Ship Owner. Sometimes
the legal jargon mentioned on the Bill of lading can be unclear and confusing. It is therefore,
essential that the Master of the ship who is the owner’s representative should thoroughly go
through and if required be advised systematically before signing the bill of lading.

Following are the points that must be considered before signing the bill of lading:
  The Shipper’s Identity. The shipper is at a contract with the carrier which means that any
information provided by the shipper if untrue could make the carrier liable. Therefore it is
essential that the name, identity and addresses are clearly mentioned on the Bill of Lading.

 Port and Date of Loading. The date of loading should coincide with the date as stated in the
Mates’ receipt. This provides an indication of the origin of goods and is at times crucial to
determine the customs duty structure or permissibility of the goods into a country.

 Port of Discharge. Unless the charter party for a port to be nominated after the vessel sails
to avoid deviation charges, the ship must precede with all dispatch to the port of discharge
as said. The master must ensure that this falls within the charter party limits.

 Condition of the Goods. Confirm that the goods have indeed actually or physically been
shipped on board the ship. Check accordingly that an accurate description of the goods is
present on the Bill of lading, whether any short-loading or dead-freights are correctly
mentioned. Ensure that all of the conditions must be in lieu with the Mates’ receipt and
the Bill may have a clause to reflect the actual condition of the goods.

 Quantity and Description of Cargo Loaded. Prior to endorsing the Bill of lading, the master
should ensure that the quantity and description of the goods is true to its correct value of
that loaded on board. This can be done by counter-checking the Mates’ receipt along with
the other cargo documents.

 Freight. Ensure that the Bill of Lading is not marked “Freight Paid” or “Freight Prepaid”, as in
certain cases, if not true. The master must confirm and verify the factual position of the
freight with the ship owner or shipper.

 Conflicting terms. No clause of the Bill of Lading should ever conflict with that of the charter
party terms. If the Bill has to be claused as per the charter party terms then such
references must be clear and unambiguous.

64. Bunker convention?

The International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001, was adopted
to ensure that adequate, prompt, and effective compensation is available to persons who suffer
damage caused by spills of oil, when carried as fuel in non-tanker vessels.

A key requirement in the Bunkers Convention is the need for the registered owner of a vessel to
maintain compulsory insurance cover. The Convention requires ships over 1,000 gross tonnage to
maintain insurance (presumably in a form similar to a COFR), or other financial security. Liability is
not to exceed an amount calculated in accordance with the Convention on Limitation of Liability
for Maritime Claims, 1976, as amended.

65. LLMC?

The Convention replaced the International Convention Relating to the Limitation of the Liability of
Owners of Seagoing Ships, which was signed in Brussels in 1957, and came into force in 1968. The
Convention provides for a virtually unbreakable system of limiting liability. Shipowners and salvors
may limit their liability, except if "it is proved that the loss resulted from his personal act or
 omission, committed with the intent to cause such a loss, or recklessly and with knowledge that
such loss would probably result".

Protocol of 1996

Adoption: 2 May 1996

Entry into force: 13 May 2004

Under the Protocol the amount of compensation payable in the event of an incident being
substantially increased and also introduces a "tacit acceptance" procedure for updating these
amounts.

The limit of liability for claims for loss of life or personal injury on ships not exceeding 2,000 gross
tonnage is 2 million SDR.

For larger ships, the following additional amounts are used in calculating the limitation amount:

 For each ton from 2,001 to 30,000 tons, 800 SDR

 For each ton from 30,001 to 70,000 tons, 600 SDR

 For each ton in excess of 70,000, 400 SDR (US$634).

The limit of liability for property claims for ships not exceeding 2,000 gross tonnage is 1 million
SDR.

For larger ships, the following additional amounts are used in calculating the limitation amount:

 For each ton from 2,001 to 30,000 tons, 400 SDR

 For each ton from 30,001 to 70,000 tons, 300 SDR

 For each ton in excess of 70,000, 200 SDR

66. ESP Survey?

67. Neap tide and spring tide?

Spring tides occur when the Sun and Moon line up, since the gravities of the two bodies add
together to create larger tidal forces. Neap tides occur when the Sun and Moon are at right angles
to one another as seen from Earth. In this case, the gravitational forces counteract each other,
creating weaker tidal forces.

Spring tides result in high waters that are higher than average, low waters that are lower than
average, 'slack water' time that is shorter than average, and stronger tidal currents than average.
Neaps result in less-extreme tidal conditions. There is about a seven-day interval between springs
and neaps.

68. Significance of Tidal streams?

The alternating horizontal movement of water associated with the rise and fall of the tide.
69. Who is SAR in India?

Indian coast guard.

70. What are ETV'S?

71. Duties of master as per Hague Visby rule?

72. Define seaworthiness?

73. Duties of master as per PMS?

74. Duties of master as per SMS?

75. Which all conventions are covered as per MS act?

(told him load line, clc convention, solas, colregs)

76. How will you take over a ship 20 years old? How will you determine that the vessel is seaworthy?

Started of with general appearance of vessel, rounds on deck and e/r with c/off and c/eng. Going
through all ships certificates, crew certificates to ensure validity, going through class survey report
file for any deficiencies or conditions of class, going through last psc report, audit reports etc etc.

77. What is CBA? How does it benefit you as a master?

(told him since cba is an agreement between the union and the employer and it safeguards the
rights of all seafarers. was not happy with this so continued with that as cba lays down standards
for medical examinations, wages, conditions of living, certification etc , as a master i will benefit
from getting certified, well trained and medically fit seafarers on board who are also satisfied with
regard to wages, living standards and this will ultimately lead to a safer ship.)

78. Define Indian ship, Master, crew, wages, and coastal trade?

79. 3rd mate reported is missing. Action.

Told him i will muster alll crew carry out a thorough search of the vessel, including counting of no
of lifejackets and lbuoys on [Link] tturn the vessel around and perform track line search, will
infor the nearest proper coastal authority, will send out a distress alert to all ships and request
them to keep a lookout and assisist if necessary. will log down all events will make entry in OLB he
stopped me at this point.)

80. You are a container ship, proceeding out of Indian port, with pilot and you run aground; your
actions as master?

(capt kapoor doesnt want to hear about the actiond that a chief officer will do. he wants to hear
about the legal aspects, such as saving vdr data, making an entry in the OLB, Letter of protest to
pilot, Calling tugs for salvage, informing agent, owner, P&I club, charteres etc etc.)

81. Target vessel at 0.2 miles port bow; action?

 (said will give helm hard over to port, and pass clear of the vessels stern. he wanted to hear that i
will show due diligence in avoiding collision. as in i will put the engines to full astern, rig fenders,
etc etc along with my alteration to prove due diligence)

82. Place a yellow special mark on the table and said buoy sighted in mid ocean; action?

(told him it could be an ODAS buoy, will refer to chart if marked from there he asked if not on the
chart then action. told him will verify chart is up-to-date, latest edition and corrected, if still buoy is
not marked will note down the position of the buoy and report it to the admirality hydrographic
office as well as promulgate a security notice for vessels in the area.)

83. Difference between Bill of Lading & MTD?

84. In port waters, under what regulations does the master have to comply with the port?

(Talk wrt UNCLOS, ISPS, FAL, dock workers act,port act)

85. You are master of a time chartered vessel; how will you protect owners interest?

(Answered will verify port nominated for loading, discharging are safe port, cargo nominated can
be safely carried, vessel has the relevant certification for the same etc etc.)

86. How will you sum up COLREGS rule no. 2 in one line?

(He wants to hear it is a warning rule)

87. According to you which are the most important rules in COLREGS?

(told him rule 2 first, he wasn’t happy. then I changed to rule 5 he said good, next I said rule 6, next
rule 7, next I said finally rule 8. he was happy with that answer.)

88. How will you train a cadet in ROR?

(I will teach him rule 5 and the importance of a lookout. Then will teach him rule 7 bearing and
distance to determine risk of collision, then will teach him the various lights so he can identify
various vessel he said ok.)

89. What are the benefits/privileges of Indian flag ships?

90. What is the difference between blue & white ensign?

91. Why is MLC being called the fourth pillar? Why is it such a big hype? As master how does it benefit
you?

92. Our MS Act has all provisions of MLC. What’s new about MLC for Indian ships?

93. Why is MLC enforced when ILO 147 has all the same provisions, including Port State Control?

94. How as a Master and what all will you take into consideration while deciding whether to abandon
your ship or not?

95. How will you decide that whether the vessel will sink in the above condition or remain afloat?
96. What is ESP? What does SOLAS say in this regard? And what about MS Act? Any need for Indian
ships to undergo ESP?

97. What is special survey? How will you prepare for it? Which all ships are required as per MS Act?

98. What was the class notation of your last ship? Explain.

99. Whose requirement is dry docking? Where is it mentioned in MS Act?

100. You are a container ship, proceeding out of Indian port. Heavy weather. Preparations as per
Master.

(Do not tell about lashings – its Chief Officer’s job. They are not onboard for leisure. As Master, as
per MS Act, what is required out of ship going out of an Indian port?)

101. What is the legal status between a Master and Pilot?

102. Pilot wants to get off early due to bad Wx. His boat has refused to come to designated point.
Action.

(I said I will request him to continue till his disembkn pt)

103. Pilot refuses. Wind force 7, rain, RV. Action as a Master? Charterer also calls you to proceed out
full speed.

104. As you proceed out from channel with all these discussions, you have another vessel coming from
ahead. Pilot boat also approaching. Action. ROR – Pilot boat lights? Whose duty to keep clear?
Why?

105. You hit an isolated danger buoy, run aground. Buoy damaged, bunker leaking out. Actions. What
all does Indian law require you to do as Master? How will you protect owner’s interests?

106. Ship becomes a wreck. What are your duties now? What does MS Act require you as a Master in
respect of wrecks?

107. In open sea, what are the duties of Master?

108. At 0200, 2/O calls you. Target vessel at 0.2 miles. Action.

109. How do you think you have performed? Are you capable in all aspects to become a Master?