Q. 1) what are the various Information in damage control plan?

1. Boundaries/Location of the Water tight Compartments.

2. Any openings and location of such opening in the W/T Compartment.

3. Device and there location to close such W/T Openings.

4. Indicators and signals of the status of opening (closed/open) and there location. One always kept on bridge.

MSC.1/Circular.1245 - Guidelines for Damage Control Plans and Information to the Master –

(29 October 2007) - Annex - Guidelines for Damage Control Plans and Information to the Master  

1. Application. These Guidelines are intended as advice on the preparation of damage control plans and to set a minimum level for the presentation of damage stability information for use on board passenger and cargo ships to which SOLAS regulation II-1-19 (now II-1-16%u20131), as amended by resolution MSC.216(82), applies.

2. General 2.1. The damage control plan and damage control booklet are intended to provide ships officers with clear information on the ships watertight subdivision and equipment related to maintaining the boundaries and effectiveness of the subdivision so that, in the event of damage to the ship causing flooding, proper precautions can be taken to prevent progressive flooding through openings therein and effective action can be taken quickly to mitigate and, where possible, recover the ships loss of stability. 2.2. The damage control plan and damage control booklet should be clear and easy to understand. It should not include information which is not directly relevant to damage control, and should be provided in the working language of the ship. If the languages used in the preparation of the plan and booklet are not one of the official languages of the SOLAS Convention, a translation into one of the official languages should be included.

3. Damage control plans 3.1. The damage control plan should be of a scale adequate to show clearly the required content of the plan. 3.2. Isometric drawings are recommended for special purposes. The plan should include inboard profile, plan views of each deck and transverse sections to the extent necessary to show the following .1. the watertight boundaries of the ship .2. the locations and arrangements of cross-flooding systems, blow-out plugs and any mechanical means to correct list due to flooding, together with the locations of all valves and remote controls, if any .3. the locations of all internal watertight closing appliances including, on ro-ro ships, internal ramps or doors acting as extension of the collision bulkhead and their controls and the locations of their local and remote controls, position indicators and alarms. The locations of those watertight closing appliances which are not allowed to be opened during the navigation and of those watertight closing appliances which are allowed to be opened during navigation, according to SOLAS regulation II-1/22.4 (now II-1/5) should be clearly indicated.

4. the locations of all doors in the shell of the ship, including position indicators, leakage detection and surveillance devices .

5. the locations of all external watertight closing appliances in cargo ships, position indicators and alarms

6. the locations of all weather tight closing appliances in local subdivision boundaries above the bulkhead deck and on the lowest exposed weather decks, together with locations of controls and position indicators, if applicable and .

7. the locations of all bilge and ballast pumps, their control positions and associated valves.

4 Damage control booklets

4.1. The information listed in section 3 should be repeated in the damage control booklet.

4.2. The damage control booklet should include general instructions for controlling the effects of damage, such as: .1. immediately closing all watertight and weather tight closing appliances .2. Establishing the locations and safety of persons on board, sounding tanks and compartments to ascertain the extent of damage and repeated soundings to determine rates of flooding and .3. cautionary advice regarding the cause of any list and of liquid transfer operations to lessen list or trim, and the resulting effects of creating additional free surfaces and of initiating pumping operations to control the ingress of water.

4.3. The booklet should contain additional details to the information shown on the damage control plan, such as the locations of flooding detection systems, sounding devices, tank vents and overflows which do not extend above the weather deck, pump capacities, piping diagrams, instructions for operating cross-flooding systems, means of accessing and escaping from watertight compartments below the bulkhead deck for use by damage control parties, and alerting ship management and other organizations to stand by and to co-ordinate assistance, if required.

4.4. If applicable to the ship, locations of non-watertight openings with non-automatic closing devices through which progressive flooding might occur should be indicated as well as guidance on the possibility of non-structural bulkheads and doors or other obstructions retarding the flow of entering seawater to cause at least temporary conditions of unsymmetrical flooding.

4.5. If the results of the subdivision and damage stability analyses are included, additional guidance should be provided to ensure that the ships officers referring to that information are aware that the results are included only to assist them in estimating the ships relative survivability.

4.6. The guidance should identify criteria on which the analyses were based and clearly indicate that the initial conditions of the ships loading extents and locations of damage, permeability’s, assumed for the analyses may have no correlation with the actual damaged condition of the ship.

5 Visual guidance to the master . Visual guidance, such as damage consequence diagrams, may be used to provide the master with a rapid means to evaluate the consequence of damage to the ship.

6 Placement on board the ship

6.1. For passenger ships, the damage control plan should be permanently exhibited or readily available on the navigation bridge, as well as in the ship%u2019s control station, safety centre or equivalent.

6.2. For cargo ships, the damage control plan should be permanently exhibited or readily available on the navigation bridge. Furthermore, the damage control plan should be permanently exhibited or readily available in the cargo control room, all ship%u2019s office or other suitable location.

7. Use of on-board computers. Damage control plans and damage control booklets should be in printed form. The use of on-board computers see footnote , with damage stability software developed for the specific ship, and familiar to properly trained ships officers can provide a rapid means to supplement the information in the plan and booklet for effective damage control.

8 Shore-based emergency response systems

8.1. A shore-based emergency response system may be used to supplement the damage control booklet referred to in section 4.

8.2. Contact information for gaining access to shore-based facilities together with a list of information required for making damage stability assessments should be readily available.

Q. 2) what is SCOPIC?

scopic is a special compensation for salvage operation which has to be agreed between owner & salvor.it is without safety net & no geographical problem.

Article 14 of the 1989 Salvage Convention ('Article 14') provided that salvers ('Contractors') could receive Special Compensation (i.e. their expenses and a fair rate for tugs and equipment used in salvage operations) in certain circumstances where the salved fund was insufficient to allow them to recover adequate remuneration under Article 13 of the Salvage Convention 1989 ('Article 13'). The SCOPIC clause ( (Special Compensation P & I Club) endorsed this concept but introduced a tariff to calculate the Contractor's Special Compensation together with an uplift fixed at 25%. Traditional Article 13 Awards will be discounted by 25% of the amount by which any Article 13 Award exceeds the SCOPIC remuneration. Special Casualty Representatives (SCR) and Representatives for hull and cargo were introduced and marine property underwriters' access to information about the services was improved. SCOPIC was warmly welcomed by the maritime community but experience gained through its use identified a number of matters which needed clarification to confirm the original intent behind SCOPIC and a number of gaps which needed to be filled in the wording of SCOPIC, particularly in Appendix A (Tariff Rates). To this end the SCOPIC drafting sub-committee produced an amended version of SCOPIC ("SCOPIC 2000") which came into effect on 1 September 2000. The SCOPIC Clause is meant to be an alternative option for the contracting parties to agree to replace the salvage convention article 14 when signing a Lloyd open form salvage contract (LOF). "LOF provides a regime for determining the amount of remuneration to be awarded to salvers for their services in saving property at sea and minimizing or preventing damage to the environment." As a ship owner’s liability for special compensation is customarily insured in the P&I market these developments may not be thought by property underwriters to have any immediate relevance. However, London property underwriters were involved in the SCOPIC negotiations and there are aspects of SCOPIC which will concern all property underwriters if the ship-owners and the contractor involved agree to add a SCOPIC clause to their LOF contract. Once a SCOPIC clause is agreed between a contractor and ship-owners the latter is entitled to appoint a Ship owners’ Casualty Representative (SCR) to attend the salvage operation who must be a member of the SCR Panel. This will comprise a number of surveyors selected by a SCR committee consisting of 12 persons representing ISU, the Clubs, IUMI and the International Chamber of Shipping. Documentation: - Lloyd's Open Form 2011 - SCOPIC Clause - SCR Guidelines  

Q. 3) what is General Average?

A general average situation occurs when there is an extra ordinary sacrifice or expenditure resulting from an intentional act which is reasonably made for the common safety of  ship, cargo and freight. in situation of peril, for the safety of maritime adventure,

As per York Antwerp Rules 1994 "There is a general average act when and only when, any extraordinary sacrifice or expenditure is intentionally or reasonably made or incurred for the common safety for the purpose of preventing from peril the property involves in a common maritime adventure"

Q. 4) Latest Amendments of ISM?

1st July 2010 :    The ISM Code has been changed a lot the full changes can be found from Remember this that Capt. Menon will ask you every time "what was it before ?" e.g. he will ask you like if the Masters responsibility periodically reviewing the safety management system" then what did

Q. 5) What are the differences btw Hague and Hague Visby Rules? Why HVR was required? Rishi

Q. 6) Liabilities of MTO?

THE MULTIMODAL TRANSPORTATION OF GOODS ACT, 1993 The multimodal transport operator shall be liable for loss resulting from (a) any loss of, or damage to the consignment; (b) delay in delivery of the consignment and any consequential loss or damage arising from such delay, where such loss, damage or delay in delivery took place while the consignment was in his charge; Provided that the multimodal transport operator shall not be liable if he proves that no fault or neglect on his part or that of his servants or agents had caused or contributed to such loss, damage or delay in delivery. Where a multimodal transport operator becomes liable for any loss of, or damage to, any consignment, the nature and value where of have not been declared by the consignor before such consignment has been taken in charge by the multimodal transport operator and the stage of transport at which such loss of damage occurred is not known, then the liability of the multimodal transport operator to pay compensation shall not exceed two Special Drawing Rights per kilogram of the gross weight of the consignment lost or damaged or 666.67 Special Drawing Rights per package or unit lost or Damaged, whichever is higher. However, if the multimodal transportation does not, according to the multimodal transport contract, include carriage of goods by sea or by inland waterways, the liability of the multimodal transport operator shall be limited to an amount not exceeding 8.33 Special Drawing Rights per kilogram of the gross eight of the goods lost or damaged. Where a multimodal transport operator becomes liable for any loss of, or damage to, any consignment, the nature and value whereof have not been declared by the consignor before such consignment has been taken in charge by the multimodal transport operator and the stage of transport at which such loss or damage occurred is known, then the limit of the liability of the multimodal transport operator for such loss of damage shall be determined in accordance with the provisions of the relevant law applicable in relation to the mode of transport during the course of which the loss or damage occurred. Where delay in delivery of the consignment occurs under any of the circumstances, or any consequential loss or damage arises from such delay, then the liability of the multimodal transport operator shall be limited to the freight payable for the consignment so delayed. If the consignment has not been delivered within ninety consecutive days following the date of delivery expressly agreed upon or the reasonable time referred the claimant may treat the consignment as lost.

Q. 7) Broaching?

Broaching:- when a steep following sea causes the vessel to forwards controllably, the bow tends to into the wave ahead, decelerating the vessel rapidly.  The forces on the stern will cause the stern to swing violently to the left or right and the vessel will come to rest broadside to the waves.  A rapid may cause a capsize.

Q. 8) Pooping?

Pooping is the term used to describe the seas breaking over the stern of the vessel.  This can also be dangerous particularly for an open decked vessel.  Large amounts of water can quickly flood the vessel, causing additional problems.

Q. 9) when will Towage become Salvage?

1) When services being performed by the tugs are of such an exceptional nature that they are not within reasonable contemplation of towage contract

2) Services being performed by the tug will not be adequately compensated by towage

A criterion for whether a towing vessel has become a salving vessel is have there been supervening circumstances which would justifying her in abandoning her contract? Not the tow, but

abandoning the contract to tow. It must be ascertained as to whether the services that were to be rendered eventually by the tug such as to have been beyond the reasonable contemplation of the parties when they originally negotiated the towage contract. It is beyond doubt that towage and salvage services cannot be performed concurrently. One must finish before the other starts. Definite guidelines have been established in the courts (1928 The Homewood case) to determine where the towage stops and salvage starts. For the tug owner to consider rightly that he had taken on the role of salver it is essential that:

a) The services he performed were of such an extraordinary nature that they could not have been with in the reasonable contemplation of the parties to the original towage contract

b) The services in fact performed and the risks in fact would not have been reasonably remunerated if the contractual remuneration only was paid. In short, mere difficulty in the performance of the towage does not automatically the towage into salvage. The burden of proof is heavy and lies upon the tug owner claiming the salvage reward. He must show that the nature of the service changed from towage to salvage through no fault or want of skill on his part and simply and solely by accident or fortuitous circumstances over which he had no control.

Q. 10) Type A and B-100 ships difference wrt Load line?

A Type B-100 ship is any Type B ship of over 100 meters in length which, fulfilling the requirements reported in Ch. 3, App 4, [4.4], is assigned with a value of tabular freeboard which can be reduced up to 100 per cent of the difference between the "B" and "A" tabular values for the appropriate ship lengths

Type A ships  A type A ship is one which:

(a). is designed to carry only liquid cargoes in bulk;

(b). has a high integrity of the exposed deck with only small access openings to cargo compartments, closed by watertight gasketed covers of steel or equivalent material; and

(c). has low permeability of loaded cargo compartments.

(3). A type A ship, if over 150 m in length, to which a freeboard less than type B has been assigned, when loaded in accordance with the requirements of paragraph

(a), shall be able to withstand the flooding of any compartment or compartments, with an assumed permeability of 0.95, consequent upon the damage assumptions specified in paragraph

(b), and shall remain afloat in a satisfactory condition of equilibrium, as specified in paragraph

(c). in such a ship, the machinery space shall be treated as a floodable compartment, but with a permeability of 0.85.

(4). A type A ship shall be assigned a freeboard not less than that based on table 28.1. Type B ships

(5). All ships which do not come within the provisions regarding type A ships in paragraphs (2) and (3) shall be considered as type B ships.

(6). Type B ships, which in position 1 have hatch covers which are permitted by the Administration to comply with the requirements of regulation 15 (other than paragraph (6)) or which are fitted with securing arrangements accepted under the provisions of regulation 16(6), shall be assigned freeboards based upon the values given in table 28.2, increased by the values given in table 27.1.

Q.11) What is DOA and Grain loading requirements?

WITH DOA MASTER HAS TO PRESENT WITH GRAIN LOADING PLAN.WHICH SATIESFIES GRAIN CODE STABLITTY CRITERIA THROUGHOUT THE VOYAGE.

Q. 12) What do you know about the Hamburg rules? How it came into force and who brought it? Rishi

UNCTAD recommended that a new international conference be called under the United Nations auspices. A new set of rules were prepared by the UNICITRAL and was adopted in Hamburg in 1978, these rules are called Hamburg Rules, came into force from 01st Jan 1992.

The Hamburg Rules are an updated and more cargo-friendly version of The Hague and Hague-Visby Rules. They came into force on 1 November 1992. However, they have not been adopted by any of the major trading nations.

The Hague-Visby Rules attach to contracts covered by bills of lading; the Hamburg Rules attach to all contracts of carriage by sea except charter parties. Therefore, waybills will fall within the ambit of the Hamburg Rules, whereas they would generally fall outside the scope of the Hague-Visby Rules.

Under Art 2(1) of the Hamburg Rules, all contracts of carriage by sea between different states will be subject to their provisions if either:

%u2022 the port of loading is in a Contracting State; or

%u2022 the port of discharge, including an optional port of discharge that becomes an actual port of discharge, is in a Contracting State; or

%u2022 the bill of lading, or other document evidencing the contract of carriage, is issued in a Contracting State; or

%u2022 the bill of lading or other document evidencing the contract of carriage by sea incorporates the Hamburg Rules or the legislation of any State giving effect to them.

The major changes from the Hague-Visby regime are that the port of discharge is now significant and not only the port of loading, and contractual documents other than bills of lading are brought within the ambit of the Rules.

The Hague-Visby regime focuses on the liability of the carrier, which may be either ship-owners or a charterer, but not both simultaneously.

Under the Hamburg Rules, the position is changed, for Art 10 subjects both the contractual carrier and the actual carrier to the Rules. Under Art 10(1), the contractual carrier remains responsible for the part of the contract performed by another carrier (the actual carrier). The actual carrier will be liable only for the part of the contract of carriage that it personally performs. This would cover other ship-owners where the contracting carrier exercises a contractual liberty to trans-ship. It would also cover ship-owners where a time charterer’s bill of lading is issued. The Hague-Visby Rules apply only to contracts of carriage by sea. Their ambit is limited to the period starting with the commencement of loading and terminating with the completion of discharge.

In contrast, Art 4(1) of the Hamburg Rules provides that: The responsibility of the carrier for the goods . . . covers the period during which the carrier is in charge of the goods at the port of loading, during the carriage and at the port of discharge. Therefore, the Hamburg Rules will extend to any period of storage at the port of loading in the carrier

%u2019s custody prior to actual loading and any equivalent period at the port of discharge prior to taking of delivery. The Hamburg Rules dispense with the two-pronged liability scheme of The Hague- Visby Rules in favor of a unitary system.

Under Art 5, once the claimant can prove that the loss or damage took place while the goods were in the charge of the carrier, as defined by Art 4, the carrier will be presumed to be liable for the loss or damage. Delay is treated as a separate head of liability under

Art 5(1) and has its own special limitation figure in

Art 6. The presumption of liability under Art 5 can be rebutted only if the carrier proves that he, his servants or agents took all measures that could reasonably be required to avoid the occurrence and its consequences. The exceptions provided by Art IV(2) of the Hague-Visby Rules have no equivalent in the Hamburg Rules.

Consequently, a negligent carrier who could have relied on Art IV(2)(a) of the Hague and Hague-Visby Rules would no longer be able to escape liability under the Hamburg Rules.

The Hamburg Rules provide only two exceptions to the carrier who is unable to rebut the presumption of fault.

1. Fire Where goods are lost or damaged by fire, Art 5(4) provides that the carrier will be liable only if the claimant can prove that the fire arose from the fault or neglect on the part of the carrier, its servants or agents.

2. Live animals With carriage of live animals, the carrier is not liable under Art 5(5) for loss, damage or delay arising out of any special risk inherent in that kind of carriage.

If the carrier can prove that the damage was caused by such a risk and that it complied with any special instructions given by the shipper, the burden of proof will shift to the claimant to prove negligence on the part of the carrier.

If it fails to discharge this burden, the carrier will escape liability. Deck cargo unlike the position with The Hague and Hague-Visby Rules, deck cargo under the Hamburg Rules is treated in exactly the same way as any other cargo in that its carriage cannot be taken outside the ambit of the Hamburg Rules.

Article 9(1) provides that cargo may be carried on deck either in accordance with agreement with the shipper or the usage of a particular trade, or if required by statutory rules or regulations. Article 6(1)(a) provides a package limitation of 835 Special Drawing Right (SDR)) with an alternative of 2.5 units of account per kg of the gross weight of the goods. The claimant may choose whichever basis yields the higher figure. The Hamburg Rules limit amount to a 25 per cent uplift of the equivalent Hague-Visby.

Q. 13) ISM audit, why is it conducted?

ISM internal audit is conducted in spite of external audit by the flag. The main purpose of the internal audit is continuously verify the SMS effectiveness and  to continuously improve the safety standards and pollution prevention

Q. 14) how will you make sure that SMS is being implemented onboard just after joining as Master?

Pick up a procedure from the SMS manual & see if it is being followed or not. E.g. Chart Correction. Ask crew about their duties and responsibilities. Check previous reports of internal & External audits, reports of surveys, status of NC, any condition of class, PSC inspection reports, Master%u2019s review etc. By carrying out Master’s SMS Verification.

Q. 15) What is parametric rolling?

Parametric Roll - vessel motion The head sea parametric roll is a recently identified phenomenon and seems especially likely to affect large container ships. Its occurrence depends on the wave conditions in relation to the dimensions of the ship, and leads to especially pronounced variations in stability as the ship sails through critical head or following seas. In addition to buoyancy changes, as the wave moves along the vessel it is alternately pushed from side to side, and quickly in only five cycles’ large rolling angles of more than 35° can be excited. This generates extremely high loads in the lashings and containers. In the case of parametric rolling, even the breaking load of lashings and containers could be exceeded. As a result the cargo and vessel could be damaged and/or containers could be lost. For this phenomenon special conditions for critical vessel types have to be considered. Critical vessels Parametric rolling occurs in large vessels characterized by the following, large flare in the fore and aft ship, flat after ship, slim fore and aft body, righting arm varies significant with draft • Critical conditions In general parametric rolling occurs only under the following critical conditions: • head/stern sea conditions when the natural period of roll is nearly twice the wave encounter period, resulting in two pitch cycles per roll cycle wavelength in relation to ships length wave height exceeds critical values • the roll damping is low

Q. 16) Who approves the damage control Plan?

It is issued by the shipyard and approved by the classification society (remember the class stamp on damage stability booklet which every inspector wants to see

Q. 17) Stowaways are governed by which convention? Briefly explain

The Brussels convention of 1957 never entered into force. In January 2002 the IMO (International Maritime Organization) decided to amend the 1965 Convention on Facilitation of International Maritime Traffic (FAL convention), to include standards and recommended practices for dealing with stowaways. The standards and recommended practices for stowaways are based on the Guidelines on the Allocation of Responsibilities to Seek the Successful Resolution of Stowaway Cases, adopted in 1997, which set out the basic principles to be applied in stowaway cases. The 2002 amendments entered into force on May 1st 2003 and are the first binding regulations concerning stowaways.

Q. 18) tell me about ISM?

Q. 19) what are the situations when the Load line exemption certificate are given? In case a vessel, not normally engaged on international or ocean voyages, needs to perform an international voyage, the administration may issue a Load line Exemption Certificate for that particular voyage.

Any sailing vessel, being an existing vessel of less than one hundred and fifty tons gross, or a new vessel of less than twenty-four meters in length, and in either case employed in plying coastwise between ports situated within India, Pakistan, Burma and Ceylon; (b) any ship solely engaged in fishing; (c) any pleasure yacht. (3) The Central Government may, on such conditions as it may think fit, exempt from the provisions of this Part relating to load lines-- (a) any ship plying between the near neighboring ports of two or more countries, if the Central Government and the Governments of those countries are satisfied that the sheltered nature and conditions of the voyages between those ports make it unreasonable or impracticable to apply to ships so plying the provisions of this Part relating to load lines; (b) any ship plying between near neighboring ports of the same country, if the Central

Government is satisfied as aforesaid; (c) wooden ships of primitive build, if the Central Government considers that it would be unreasonable or impracticable to apply the said provision to them. (d) Any coasting ship, being an existing ship of less than one hundred and fifty tons gross or a new ship of less than twenty-four meters in length.

Q. 20) what is Particular Average

Particular average is a partial loss, proximately caused by the peril insured against and which is not a G.A For example any damage to the vessel which is covered by H&M insurance. 

Q. 21) Is IOPC under IMO?

The 1992 Fund is governed by an Assembly composed of representatives of the Governments of all its Member States. The Assembly holds an ordinary session once a year. It elects an Executive Committee made up of 15 Member States.

The main function of the Executive Committee is to approve the settlement of claims for compensation. - The Supplementary Fund has its own Assembly which is composed of all States that are Members of that Fund whereas the 1971 Fund, which is in the process of being wound up, has an Administrative Council which is composed of all former Member States. - Organizations connected with the maritime transport of oil, such as those representing ship-owners, marine insurers and the oil industry, as well as environmental organizations, are represented as observers at the IOPC Fund meetings. Decisions by the IOPC Fund governing bodies are, however, taken solely by the representatives of the Governments of the Member States.

The 1992 Fund Assembly appoints the Director of the IOPC Funds, who is responsible for the operation of the three Funds and has extensive authority to take decisions regarding the settlement of claims. The Funds have their headquarters in London and are administered by a joint Secretariat.

Q. 22) Marpol annex 6 complete details

Q. 23) Explain about LRIT in details?

The free encyclopedia Jump to: navigation, search The Long Range Identification and Tracking (LRIT) of ships was established as an international system on 19 May 2006 by the [(International Maritime Organization)] (IMO) as resolution MSC.202(81). This resolution amends chapter V of the International Convention for the Safety of Life at Sea (SOLAS), regulation 19-1 and binds all governments which have contracted to the IMO.

The LRIT regulation will apply to the following ship types engaged on international voyages:  

   * All passenger ships including high-speed craft,  

   * Cargo ships, including high speed craft of 300 gross tonnage and above, and   

  * Mobile offshore drilling units.

These ships must report their position to their Flag Administration at least four times a day. Most vessels set their existing satellite communications systems to automatically make these reports. Other contracting governments may request information about vessels in which they have a legitimate

interest under the regulation. The LRIT system consists of the already installed (generally) ship borne satellite communications equipment, Communications Service Providers (CSPs), Application Service Providers (ASPs), LRIT Data Centers, the LRIT Data Distribution Plan and the International LRIT Data Exchange. Certain aspects of the performance of the LRIT system are reviewed or audited by the LRIT Coordinator acting on behalf of the IMO and its Contracting Governments. Some[who?] confuse the functions of LRIT with that of AIS ([[Automatic Identification System]), a collision avoidance system also mandated by the IMO, which operates in the VHF radio band, with a range only slightly greater than line-of-sight. (See AIS)

While AIS was originally designed for short-range operation as a collision avoidance and navigational aid, it has now been shown to be possible to receive AIS signals by satellite in many, but not all, parts of the world. This is becoming known as S-AIS and is completely different from LRIT. The only similarity is that AIS is also collected from space for determining location of vessels, but requires no action from the vessels themselves except they must have their AIS system turned on. LRIT requires the active, willing participation of the vessel involved, which is, in and of itself, a very useful indication as to whether the vessel in question is a lawful actor.

Thus the information collected from the two systems, S-AIS and LRIT, are mutually complementary, and S-AIS clearly does not make LRIT superfluous in any manner. Indeed, because of co-channel interference near densely populated or congested sea areas satellites are having a difficult time in detecting AIS from space in those areas. Fixes are under development by several organizations, but how effective they will be remains to be seen.

24) What is girding of tug?

It is the capsizing of the tug due to the sudden movement of the ship which results in the towing line under stress lead at right angle to the center line of the tug.

Q25)What is Seaman's Identity Document-Explain?

Implements ILO Convention No. 185. Contains and approves the Regulation for the Seafarer's identity document; the Regulations for the seaman's book; model seaman's book; and the description of the format for the seaman's book.

Convention no. 108 - Seafarers' Identity Documents Convention, 1958 (No. 108) In Force from 17 Jan 2005  The Convention was revised in 2003 by Convention No. 185 but not yet ratified by india.

In the wake of the terrorist attacks of 11 September 2001, the International Labour Organization took steps to revise its 1958 Convention on seafarers identity documents (also known seafarers-ID or SID), under an accelerated procedure. The new Convention, the Seafarers Identity Documents Convention (Revised), 2003 (No. 185), which was adopted by the International Labour Conference in June 2003, introduced modern security features into the seafarers ID to help to resolve the urgent question of seafarers being refused admission into the territory of countries visited by their ships for the purposes of shore leave and transit and transfer to join or change ships. One of those security features is a fingerprint biometric template, which shall be printed as numbers in a PDF417 bar code conforming to a standard to be developed.

Q. 26) COR lost. What action will you take if the V/L is Indian Registered and when Foreign Registered?

Q. 27) What is SCOPIC? Who can invoke SCOPIC?

Special compensation P & I clause it’s a clause incorporated in LOF, wherein the Article 14 can be replaced by scopic clause. Article 14 has lots of ambiguities leading to claims and litigations between the salver and owner. so in order to avoid the differences P&I club came out with scopic to avoid and simplify the settlements after salvage. SCOPIC has pre-determined rates which leads to ease of settlement. SCOPIC can be invoked by Salver upon written notice to the owner.

Q. 28) SITUATION - You are a P.D. V/L and you see a tow on your Port bow? What action will you take and under which rule ?

You are stand-on .Alteration to Stbd if the give way vessel not responding. A Course Alteration of minimum 6 miles. Do not forget to sound 5 short and rapid blast prior any alteration to confirm about the give ways vessel action.

port bow towing vessel , its her responsibility to keep clear but if she is not keeping clear take action as per rule 17... Take action when less than 6

Q. 29) Changes in STCW 2010.

Q. 30) What is the Difference between Salvage and Towage?

1. When the tug abandons the towage contract n not the tow.

2. Towage contract must end before Salvage contract starts.

3. When the tug owning company understands the remunerations earned by the standard towage contract can't cover him for the time, effort, dangers he faces

4. When court decides

5. When LOF 2000 is signed

Q. 31) World scale? Graph of world scale?

Q. 32) A Stowaway is Found after 2 days of sailing from Port. Action ?

Immediately inform to company and P & I club and accordingly as per company's instruction.

Carry out another search for stowaway , get all information abt the stowage ie nationality and proof of nationality , inform owner , p and i club , agents and coastal state at which stowaway had embarked the ship and also coastal state which is NPOC ..... Also talk abt stowaway focal point

Confine them to a secure area, Search them and their place of concealment for identification papers, weapons or drugs;  If no identification papers are found, interview the stowaways and endeavor to ascertain the following information:  Name of stowaway  Date and place of birth  Nationality  Name, date and place of birth of either or both parents  Postal and residential address of the stowaway and either or both parents  Passport number, together with date of and place of issue  Next of kin, if different from above.  Advise your owner or manager immediately and the P&I correspondent at the next port as soon as possible, providing all available details and the ship%u2019s future itinerary  Try and ascertain how they boarded the ship, and find out details of any shore personnel assisting them and the total number of persons originally attempting to board (this will assist in the search for

additional stowaways)  Treat them firmly, but humanely, allowing adequate sustenance  Do not become too familiar or friendly with them;  Do not add them to the crew list.  Make a note of any pre-existing illness or injury.

Q. 33) what are the Precaution for Ice Navigation?

Polar Code. International Ice Patrol, Signs of iceberg from. Proceed at slow speed when approaching

Q. 34) rule no 19 restricted visibility?

Q. 35) What do you know about Anti Fouling convention ?

The International Convention on the Control of Harmful Anti-fouling Systems on Ships, which was adopted on 5 October 2001, will prohibit the use of harmful organo-tins in anti-fouling paints used on ships and will establish a mechanism to prevent the potential future use of other harmful substances in anti-fouling systems. Anti-fouling paint being applied to a ship. The convention entered into force on 17 September 2008. Under the terms of the Convention, Parties to the Convention are required to prohibit and/or restrict the use of harmful anti-fouling systems on ships flying their flag, as well as ships not entitled to fly their flag but which operate under their authority and all ships that enter a port, shipyard or offshore terminal of a Party.

Annex I attached to the Convention states that by an effective date of 1 January 2003, all ships shall not apply or re-apply organo tins compounds which act as biocides in anti-fouling systems. Given that this date has already passed, IMO has been urging States to ratify the convention as soon as possible in order to achieve entry into force conditions.

In November 2001, the IMO Assembly adopted Resolution A.928(22) Resolution on early and effective application of the international convention on the control of harmful anti-fouling systems on ships. Under the terms of the convention, by 1 January 2008 (effective date), ships either:

(a)   shall not bear such compounds on their hulls or external parts or surfaces; or

(b)   shall bear a coating that forms a barrier to such compounds leaching from the underlying non-compliant anti-fouling systems.

This applies to all ships (except fixed and floating platforms, floating storage units (FSUs), and floating production storage and off-loading units (FPSOs) that have been constructed prior to 1 January 2003 and that have not been in dry-dock on or after 1 January 2003. Ships of above 400 gross tonnage and above engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will be required to undergo an initial survey before the ship is put into service or before the International Anti-fouling System Certificate is issued for the first time; and a survey when the anti-fouling systems are changed or replaced. Ships of 24 metres or more in length but less than 400 gross tonnage engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will have to carry a Declaration on Anti-fouling Systems signed by the owner or authorized agent. The Declaration will have to be accompanied by appropriate documentation such as a paint receipt or contractor invoice.

Q. 36) What do you know about the CLC Fund? Who will issue the Certificate?

Q. 37) What is ISPS? How will you get ISSC? Under which condition will you get the Interim ISSC?

The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities in the wake of the 9/11 attacks in the United States. The ISPS Code is implemented through chapter XI-2 Special measures to enhance maritime security in the International

Convention for the Safety of Life at Sea (SOLAS), 1974. The Code has two parts, one mandatory and one recommendatory

For all ships, a Ship Security Assessment (SSA) has to be done and based on this a Ship Security Plan (SSP) has to be developed. The SSP shall be approved by the Flag Administration or one of their RSOs. To implement the SSP onboard, an interim audit is done and an interim International Ship Security Certificate (ISSC) of 6 month validity is issued. Upon successful completion of an initial or renewal audit, an ISSC is issued with 5 years validity. Intermediate audit is carried out between the 2nd and 3rd anniversary of the certificate

Q. 38) What is Turning circle explain it with diagram?

Q. 39) what do you understand by COGSWA? Why is it required?

Carriage of goods by sea Act. Each Country has its own COGSA in which details of sea carriage of goods are given and the rules governing them is given. It briefs whether the country follows the HR, HVR or Hamburg rules. As far as COGSA is concerned for INDIA it is just a copy of Hague-Visby rules.

Q. 40) What do you know about the Fund Convention? Who manages the FUND?

Annual contributions to the Fund will be made in respect of each Contracting State by any person who, in any calendar year, has received total quantities of oil exceeding 150,000 tons. However, for the purposes of the Protocol, there is a minimum aggregate receipt of 1,000,000 tons of contributing oil in each Contracting State.

Q. 41) What is maritime fraud? What are the steps to check the charter party frauds?

Maritime fraud occurs when one of the parties involved in an international trade transaction like the buyer, seller, ship-owner, charterer, ships master or crew, insurer, banker, broker or agent illegally secures money or goods from another party to whom, on the face of it, he has undertaken specific trade, transport and financial obligations. To check the c/p frauds all care should be taken by the master while issuing any B/L under that c/p to provide the true description of goods on the b/l. If any letter of authority is given to the agent for signing the B/L then such letter of authority should clearly mention the description of the goods so that he may not make any false declaration on behalf of the master.

Types of Maritime Frauds-

1. Documentary frauds - Some or all document’s specified by buyer for presentation by the seller to the bank to receive payment are forged.

2. Shipping frauds - scuttling, deviatoin, arson or accidental fires in which vessel or cargo is disposed off with the connivance of her owners.

3. Charterparty frauds - when one or two contracting parties default leaving the other to clear the mess. the contracting parties for a time or voyage charter are ship owner, charterer and cargo owner. 4. Theft of cargo by crew

The International Maritime Bureau (I.M.B.) defines maritime fraud as follows: 'An international trade transaction involves several parties - buyer, seller, ship-owner, charterer, ship's master or crew, insurer, banker or agent. Maritime fraud occurs when one of these parties succeeds, unjustly and illegally, in obtaining money or goods from another party to whom, on the face of it, he has undertaken specific trade, transport and financial obligations. Kapoor then goes on to define maritime fraud as follows: 'Maritime fraud is a generic term commonly used to describe the obtaining of money, or

services, or property in the goods, or a pecuniary advantage by one or more parties to a transaction from the other party or parties, by unjust or illegal Means.

Q. 42) what do u know about Shipping Board?

The Board shall consist of the following members, namely:--

a) six members elected by Parliament, four by the House of the People from among its members and the other two by the Council of States from among its members;

b) such number of other members, not exceeding sixteen as the Central Government may think fit to appoint to the Board, to represent

(i) The Central Government,/

(ii) ship-owners, /

(iii) Seamen, and

(iv) Such other interests as, in the opinion of the Central Government, ought to be represented on the Board; Provided that the Board shall include an equal number of persons representing the ship-owners and seamen

3) The Central Government shall nominate one of the members of the Board to be the Chairman of the Board.

4) The Board shall have power to regulate its own procedure.

5) Functions of National Shipping Board -- The Board shall advise the Central Government—

(a) On matters relating to Indian shipping, including the development thereof; and

b) On such other matters arising out of this Act as the Central Government may refer to it for advice.

6. Power to make rules in respect of matters in this Part

(1) The Central Government may make rules to carry out the purposes of this Part.

(2) In particular, and without prejudice to the generality of the foregoing power, such rules may provide for all or any of the following matters, namely:--

(a) the term of office of members of the Board and the manner of filling casual vacancies in the Board; (b) the appointment of officers and other employees to enable the Board to discharge its functions under section 5 and the terms and conditions of their service;

(c) the travelling and other allowances payable to members of the Board

The Board shall consist of the following members, namely:--

a) six members elected by Parliament, four by the House of the People from among its members and the other two by the Council of States from among its members;

b) such number of other members, not exceeding sixteen as the Central Government may think fit to appoint to the Board, to represent (i) the Central Government,/ ii) shipowners, /(iii) seamen, and (iv) Such other interests as, in the opinion of the Central Government, ought to be represented on the Board; Provided that the Board shall include an equal number of persons representing the shipowners and seamen

3) The Central Government shall nominate one of the members of the Board to be the Chairman of the Board.

(4) The Board shall have power to regulate its own procedure. 5. Functions of National Shipping Board -- The Board shall advise the Central Government-- (a) on matters relating to Indian shipping, including the development thereof; and b) on such other matters arising out of this Act as the Central Government may refer to it for advice.

6. Power to make rules in respect of matters in this Part (1) The Central Government may make rules to carry out the purposes of this Part. (2) In particular, and without prejudice to the generality of the foregoing power, such rules may provide for all or any of the following matters, namely:-- (a) the term of office of members of the Board and the manner of filling casual vacancies in the Board; (b) the appointment of officers and other employees to enable the Board to discharge its functions under section 5 and the terms and conditions of their service; (c) the travelling and other allowances payable to members of the Board.

Q. 43) CAS-Explain In detail?

Q. 44) what is a Marine Board?

Whenever a complaint is made to an Indian Consular Officer or a senior officer of Indian navy by the Master or any member of an Indian ship regarding. The interest of ship owner, cargo owner being in danger any incompetency or misconduct against a Master or any officer any loss of life or serious injury on board %uF0D8 When any Indian ship is lost, abandoned or stranded. The consular officer or a naval officer shall convene a board of marine enquiry. It consists of an officer convening the board & 2 other marine officers (maritime or mercantile officer) the board has the powers to investigate, remove master or any crew member and can order a further survey.

Q. 45) can all Bulk Carrier load grain?

YES, if they comply with international Grain code.

Q. 46) what is Ballast water management elaborate?

Q. 47) What are the difference between the LOF 2000 and LOF 95 ?

1. LOF 2000 is a 1 page document printed on both the side , more user friendly and easily under stood with 9 column which are provided, which makes the agreement between master and salver more fast and easier. 2. Owner has a right for termination of the salvage contract. 3. Place of redelivery is to be written when making contract. 4. Asap the ship is safe salver can redelivery the ship this is also mentioned in lof 2000 Q. 48) what are track spacing and how are they calculated?

FOLLOW X 0 Su X fw Su = Uncorrected Track spacing (Depends on Visibility) fw = Corrn factor (Depends on Wx condition)

Q. 49) U r on the coast of Sri Lanka, EPIRB activated. Tell me what will happen & how rescue will take place?

Q. 50) who are the members of Fund Convention?

Entity which imports 150000 tons of persistent oil needs to contribute as per fund convention. The countries who are the party to CLC 92 convention can only be a party to Fund convention

Q. 51) Article of agreement?

It’s a tri-party agreement between owner, seaman and the shipping master , it states the rules of engagement .

Q. 52) Formal Investigation?

Master, pilot, harbor master or in-charge of the ship gives notice of the shipping casualty to the officer appointed by the G.o.I ( generally P.O. MMD) On receipt of casualty information the P.O. MMD informs G.o.I in writing and proceeds for P.I. The P.O. MMD carrying out P.I. sends a report to G.o.I. The P.O. MMD under directions from G.o.I request a court (a First class judicial -magistrate or a metropolitan magistrate) to conduct a F.I. Court will conduct F.I. to find the details of accident & whether any incompetency, misconduct on part of Master, mate or engineer and send the report to G.o.I and cancel or suspend their certificate if applicable. G.o.I publishes the report in the official gazette.

Q. 53) Master's Overriding Authority? Under which element of ISM?

Master's Responsibility and Authority 5.1 The Company should clearly define and document the master's responsibility with regard to: 5.1.1 implementing the safety and environmental-protection policy of the Company; 5.1.2 motivating the crew in the observation of that policy; 5.1.3 issuing appropriate orders and instructions in a clear and simple manner; 5.1.4 verifying that specified requirements are observed; element 5.2 of ISM code says - company should ensure that the SMS operating on board the ship contains a clear statement emphasizing the master's authority. The company should establish in the SMS that the master has the overriding authority and the responsibility to make decisions wrt safety and pollution prevention and to request the company's assistance as may be necessary

Q. 54) Current from behind- Maneuverability and berth Vessel?

i) Turn the vessel using Tug or B/T

ii) Head the current

iii) Use anchors forward

iv) Make fast the tug

v) Slowly slack the anchor cable

vi) Strong wind will take you to berth

vii) Headline and springs first

Q. 55) Define NC? Who will issue NC? Can a vessel sail with NC?

It is a observed situation where objective evidence shows non-fulfilment of specified requirements. NC’s are issued by auditors. Vessel can sail with NC but it has to be closed within a specified period agreed between the auditor and master/owner. If NC is not corrected in time DOC can be affected which in turn affects SMC certificate

Q. 56) what is Insurable Interest?

Insurable interest exists when an insured person derives a financial or other kind of benefit from the continuous existence of the insured object (or in the context of living persons, their continued survival). A person has an insurable interest in something when loss-of or damage-to that thing would cause the person to suffer a financial loss or other kind of loss. Typically, insurable interest is established by ownership, possession, or direct relationship. For example, people have insurable

interests in their own homes and vehicles, but not in their neighbors' homes and vehicles, and certainly not those of strangers.

Q. 57) is any state bound to take stowaway? What if you can prove the nationality?

RESOLUTION MSC.312(88) (adopted on 2 December 2010) REVISED GUIDELINES ON THE PREVENTION OF ACCESS BY STOWAWAYS AND THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE SUCCESSFUL RESOLUTION OF STOWAWAY CASES It is the responsibility of the State of first port of call according to the voyage plan after the discovery of the stowaway: .

1 to accept the stowaway for examination in accordance with the national laws of that State and, where the competent national authority considers that it would facilitate matters, to allow the ship-owner and the competent or appointed P&I Club correspondent to have access to the stowaway;

2 to favorably consider allowing disembarkation and provide, as necessary and in accordance with national law, secure accommodation which may be at the expense of the ship-owner, where: .1 a case is unresolved at the time of sailing of the ship, or .2 the stowaway is in possession of valid documents for return and the public authorities are satisfied that timely arrangements have been or will be made for repatriation and all the requisites for transit fulfilled, or .

3 other factors make it impractical to remove the stowaway on the ship of arrival; such factors may include but are not limited to cases where a stowaway's presence on board would endanger the safe and secure operation of the ship, the health of the crew or the stowaway; .

3 to make every effort to cooperate in the identification of the stowaway and the establishment of his/her nationality/citizenship or right of residence; .

4 to make every effort to cooperate in establishing the validity and authenticity of a stowaway's documents and, when a stowaway has inadequate documents, to whenever practicable and to an extent compatible with national legislation and security requirements, issue a covering letter with a photograph of the stowaway and any other important information. The letter, authorizing the return of the stowaway either to his/her State of origin or to the point where the stowaway commenced his/her journey, as appropriate, by any means of transportation and specifying any other conditions imposed by the authorities, should be handed over to the operator effecting the removal of the stowaway. This letter will include information required by the authorities at transit points and/or the point of disembarkation;

5 to give directions for the removal of the stowaway to the port of embarkation, State of nationality/citizenship or right of residence or to some other State to which lawful directions may be made, in co-operation with the ship-owner; .

8 to issue, if necessary, in the event that the stowaway has no identification and/or travel documents, a document attesting to the circumstances of embarkation and arrival to facilitate the return of the stowaway either to his/her State of origin, to the State of the port of embarkation, or to any other State to which lawful directions can be made, by any means of transport;.

9 to provide the document to the transport operator effecting the removal of the stowaway; .

10 to take proper account of the interests of, and implications for, the ship-owner when directing detention and setting removal directions, so far as is consistent with the maintenance of control, their duties or obligations to the stowaway under the law, and the cost to public funds;

11 to report incidents of stowaways to the Organization3;

12 to cooperate with flag State of the ship in identifying the stowaway and their nationality/citizenship and right of residence, to assist in removal of the stowaway from the ship, and to make arrangements for removal or repatriation; and

13 if disembarkation is refused, to notify the flag State of the ship the reasons for refusing disembarkation.

Q. 58) Man overboard, action?

Q. 59) ROR

Q. 60) one sailing vessel on Stbd quarter overtaking, normal visibility, Whose responsibility to keep clear?

Q. 61) MARPOL Annex 1 machinery space criteria ?

Oil and all oily mixtures retain onboard for on shore disposal OR Proceeding en route; and Oil content less than 15 parts per million; and Oil discharge monitoring and control system and oil filtering equipment to be operating

Q. 62) You have a twin screw propeller .How will you execute short turn to Stbd ?

Stbd propeller astern, port propeller ahead movement and rudder Hard Stbd.

Q. 63) pirate infested area, saw another ship attacked by pirate, action

Q. 64) what are the Expressed and Implied warranties

EXPRESSED WARRANTY ===================

(1) An express warranty may be in any form of words from which the intention to warrant is to be inferred.

(2) An express warranty must be included in, or written upon, the policy, or must be contained in some document incorporated by reference into the policy.

(3) An express warranty does not exclude implied warranty, unless it be inconsistent therewith. Example of Exp Warranty: A] NAVIGATION / TRADING WARRANTY B] TOWING WARRANTIES C] SALVAGE WARRANTIES etc In short anything which is written is expressed IMPLIED WARRANTY ================ Warranty not included in or endorsed on the policy.

Example of Exp Warranty:

A] SEAWORTHINESS

B] LEGALITY

C] NEUTRALITY In short anything which is understood is implied

Q. 65) who is a wreck receiver? In what conditions receiver can sell off the wreck ? Where this money does goes

Deputy Conservator in Indian ports, also PO MMD can become the receiver of wreck. He can sell the wreck after no claim by the owner in 1 year. He can also sell if it is less than Rs.500 and also if it is no point of any advantage keeping the wreck. The money goes to GOI

The Merchant Shipping (Wrecks and Salvage) Rules, 1974 Wreck receiver could be Deputy Conservator or Harbour Master or for minor ports the the district magistrate. Where the estimated value of any wreck exceeds five hundred rupees, the receiver may, in addition to the notification referred not to in sub-rule

(1), publicize the wreck by an advertisement in three or a consecutive issues of at least two newspapers which have a wide circulation in the Mercantile Marine Department District concerned.

Sub-rule (1)-  Every such notification shall be issued within forty eight hours of taking possession of the wreck and be displayed on the notice board in the office of the receiver for not less than fourteen days. A copy of every such notification shall be sent to the principal officer. Any rightful owner of a wreck, who has established his title to a wreck or any part I thereof or the sale proceeds of such wreck or part thereof to the satisfaction of the receiver in accordance with the provisions of these rules, shall be under an obligation to pay to the receiver salvage charges, any other expenditure properly incurred by the receiver for the recovery, preservation or safety of the wreck and fees payable to the receiver under rule 27.  Receiver may sell any unclaimed wreck which attracts the provisions of section 398 of the Act in accordance with the provisions of rule 15.       

No wreck which does not attract the provisions of section 398 of the Act may be sold except under instructions in writing from the Central Government or any other officer authorized by it in this behalf. In respect of every such wreck receiver shall seek instructions from the Central Government or any other officer authorized by it in this behalf through the principal officer immediately after expiry of 12 months from the date of taking possession of the wreck. Procedure for the sale of a wreck (l) A receiver shall not sell any wreck otherwise than by public auction. Every such sale shall be made on as is where basis is with purchaser assuming full responsibility for any taxes payable to Government or port authorities and for encumbrance on the wreck such as maritime liens.        

2) A notice for sale of a wreck shall be published not less than fourteen days in advance of the appointed date of sale, in three consecutive issues of at least two daily newspapers having a wide circulation in the Mercantile Marine Department District concerned. Every such notice shall include

(a)      The description of the wreck under sale, its site and other known details, if any;           

(b)      The percentage of the auction price that shall have to be paid as down- payment immediately after the conclusion of the auction;           

(c)      The period within which the balance amount shall be payable by the   successful bidder;           

(d)      any other details as may be deemed necessary depending upon the nature of the wreck being sold and the circumstances under which it is being   sold;          

(e)      a provision reserving right in the receiver to reject highest bid or to postpone or cancel the sale without assigning any reason there for;           

(f)       a provision to the effect that amount of down-payment referred to in  clause

(b) shall be liable to forfeiture, should the successful bidder fail to  effect full and final payment of the balance amount the period stipulated  in clause (c

Q. 66) Grain stability Criteria

1. The angle of heel due to an assumed shift of grain should not exceed 12º.

2. The net or residual area between the heeling arm curves should not be < 0.075 mRadian.

3. The GM should not be less than 0.3 m.

4. Ship should be upright

5. The master must demonstrate compliance with the criteria at all stage of the voyage.

Q. 67) What is wreck ?

1-goods, which have been cast into the sea and then sink and remain under water 2-goods which have been cast or fall into the sea and remain floating on the surface 3-goods, which are sunk in the sea, but are attached to a floating object in order that they may be found again 4-goods which are thrown away or abandoned 5-a vessel abandoned without hope or intention of recovery

Q. 68) what is the difference between the HNS convention and HNS Protocol?

The convention has been adopted but has not yet entered into force as the required numbers of states haven’t ratified it. The protocol has been brought out so as to modify some terms of the convention so as to enable more states to ratify it causing it to come into effect.

HNS protocol deals w same issues as OPRC Convention. While HNS conv is a 2 tier fund covering polln damage

Q. 69) When can ship crew claim for salvage?

When a crew properly abandons their vessel (on the orders of the master and without hope or expectation of returning to her), the crew are no longer employed under the Crew Agreement and the vessel becomes a "derelict". If the (former) crew members subsequently manage to re-board and save the vessel, they do so as volunteers and may have a valid claim to a salvage reward.

Q. 70) what entries will you make in the official log book as a

The following entries shall be mandatorily made as per MSA:

a) Record of change of command with the list of certificates taken over.

b) Any disciplinary action taken against a crew member either by a tribunal or by the Master, along with the reply of the crew member.

c) Any death occurring on-board, the list of effects of the deceased, the cause of death if ascertained etc.

d) any marriage conducted on board align with the name and age of both the parties.

e) Any births that may have occurred on board with the name of the parents and the sex of the baby.

f) Any protests that have been lodged and the reason thereto.

g) In case of any accident on board, the details thereof.

h) In case of collision, the details of the other ship(s) involved.

i) In case of any illness of any crew member, its details including the treatment given.

j) Detail of any crew member left behind or deserted.

k) Any other entry considered necessary by the Master.

Q. 71) Sox requirements?

Q. 72) Stowaway found after 6 hrs. of departure. Action?

C/O to conduct another stowaway search anticipating more stowaways. As a master deal with the stowaway politely and ask him for getting information such as name of the stowaway, the nationality of the stowaway, his travel documents if any. If he is not giving the travel documents have a thorough search for it in the area in which he was first sighted. Inform company, P&I club & all relevant parties.

Q. 73) Quote ROR rule 8?

Q. 74) A ship sails on 10th . You have joined on 9th .Load line certificate expiring on 20th. Would you sail like this? Why?

Yes i will join the ship & it also depend on npoc of the ship as her ETA b4 20th . In other condition she maybe going for dry-dock it means she is not going to trade(cargo carry) in that area.

Will inform owner and arrange for surveyor if reaching before or on 20th in the next port and also inform agent to get clearance for surveyor to board the vessel. If due to any circumstances surveyor cannot be arranged in the said port then Owner shall request for extension (max three month or next convenient port).

Q. 75) What is the process of getting COFR under OPA and who gives COFR ? Who gives the Monetory guarantee bond for it?

CoFR is issued by NPFC estd by USCG under OPA-90. This is similar to CLC and is issued only if the owner/operator provides evidence of financial responsibility to pay for removal costs and damages up to the applicable limit of liability, which is based on the gross tonnage and type of the vessel (e.g., higher limits apply to tank vessels than cargo vessels).

Q. 76) synchronized rolling

When the period of encounter of wave is the same as the roll period of the vessel and when waves are experienced from beam of vessel it is called synchronized rolling This situation can be avoided by altering course.

Q. 77) where will u find information on helicopter operations onboard the vessel?

Q. 78) what are the limits of liability as per OPA -90?

Effective from 31 July the new limits of liability are; For a single-hull tank vessel less than or equal to 3,000 gross tons, the greater of $3,200 per gross ton or $6,408,000. For a single-hull tank vessel greater than 3,000 gross tons, the greater of $3,200 per gross ton or $23,496,000. For a tank vessel less than or equal to 3,000 gross tons, other than a single hull tank vessel, the greater of $2,000 per gross ton or $4,272,000. For a tank vessel greater than 3,000 gross tons, other than a single-hull tank vessel, the greater of $2,000 per gross ton or $17,088,000. For any other vessel, the greater of $1,000 per gross ton or $854,400.

Q. 79) Ur vessel is dragging anchor, action?

Q. 80) what is Sue and Labor Clause?

It is the duty of the assured, their servants and agents to take such necessary measures to prevent and minimize losses. Sue and labor charges are expenses incurred by the assured in preventing or minimizing loss or damage due to an insured peril. Underwriter will contribute to charges incurred under sue and labor.

Q. 81) nox tech code

Q. 82) Difference between Hague, Hague Visby ,Hamburg & Rotterdam rules?

Q. 83) Sox and NOx? How to control the same? MARPOL which Annex ?

Sox (oxides of sulphur) in ships' exhaust are controlled by controlling the sulphur content in the fuels. The current suphur cap is 4.5% and IMO is looking to reduce it gradually to 0.5% by the year 2020. In SECA areas it is presently 1% and is planned to be reduced to 0.1% by 2015. The control of NOx is taken care of while designing the engine. Both are governed by Marpol annex VI

Q. 84) What is CLC, Fund & Supplementary fund? Has India ratified supplementary fund

Q. 85) what is maritime lien and possessory lien

Q. 86) When are the Dynamic/Static test of Lifeboat done ? What about the Impact and Drop test of Lifeboat?

Dynamic/ Static test - 5 Yrs. Impact/ Drop test - During Manufacture.

Q. 87) When is DOS issued

A ship can request completion of a Declaration of Security when: the ship is operating at a higher security level than the port facility or another ship it is interfacing with there has been a security threat or a security incident involving the ship or involving the port facility, as applicable the ship is at a port which is not required to have and implement an approved port facility security plan; or the ship is conducting ship-to-ship activities with another ship not required to have and implement an approved Ship Security Plan When the Security Level increases beyond the level contained in the DoS, the continuing DoS  becomes void and a new DoS must be signed and implemented. A copy of the Declaration of Security must be kept by both the ship and the port facility. The Declaration of Security shall be made available to government authorities upon request. Copies of Declarations of Security must be kept for at least the last 10 port calls

Q. 88) Curve of statical stability for grain

Q. 89) what is LOF 2011?

Q 90) Types of breaches of contract

Q. 91) INSTITUTE Warranties?

Where the Institute Warranties (sometimes called the Institute Trading Warranties) are attached to a Hull and Machinery insurance policy, the vessel is not permitted to trade in any of the high ice-risk areas listed, i.e. beyond Institute Warranty Limits. Any venture into an excluded area will be a breach

of warranty which should be immediately notified to the insurer (via the owner) so that amended terms may be agreed.

Q. 92) who issues a DOC? How many DOC can a company have?

Flag state issues DOC. Company can have only 1 DOC. If the company has ships of different Flag then mostly, other flag will approve the DOC of different Flag for same kind of ships. If not then the Flag will issue a different DOC. We were never able to convince where is it given in the code

Q. 93) Fixed foam fighting system in tanker, explain?

For tankers carrying:

1 crude oil or petroleum products having a flash point not exceeding 60 degrees C (closed cup), as determined by an approved flash point apparatus, and a Reid vapor pressure which is below atmospheric or other liquid products having a similar fire hazard, including cargoes in chapter 18 of the IBC Code, having a flashpoint not exceeding 60 degrees C (closed cup) for which a regular foam fire-fighting system is effective (refer to SOLAS regulations II-2/16.1 and 10.8); or

2 petroleum products with a flashpoint exceeding 60 degrees C (closed cup), as determined by an approved flashpoint apparatus (refer to SOLAS 9) regulation II-2/1.6.4); or 3) IBC Code chapter 17 products with a flashpoint exceeding 60 degrees C (closed cup) determined by an approved flashpoint apparatus (refer to paragraph 11.1.3 of the IBC Code and SOLAS regulation II-2/1.6.4),the rate of supply of foam solution shall be not less than the greatest of the following: -

1. 6 l/min per square meter of cargo tanks deck area, where cargo tanks deck area means the maximum breadth of the ship multiplied by the total longitudinal extent of the cargo tank spaces –

2. 6 l/min per square meter of the horizontal sectional area of the single tank having the largest such area; or –

3. 3 l/min per square meter of the area protected by the largest monitor, such area being entirely forward of the monitor, but in no case should the output of any monitor be less than 1,250 l/min.

2.2.1.2 For tankers carrying chemical in bulk listed in chapter 17 of the IBC Code having a flashpoint not exceeding 60 degrees C (closed cup), the rate of supply of foam solution shall be as required by the IBC Code.

2.2.1.3 Sufficient foam concentrate shall be supplied to ensure at least 20 minutes of foam generation in tankers fitted with an inert gas installation or 30 minutes of foam generation in tankers not fitted with an inert gas installation or not required to use an inert gas system.

2.3.3 Applicators 2.3.3.1 At least four foam applicators shall be provided on all tankers. The number and disposition of foam main outlets shall be such that foam from at least two applicators can be directed on to any part of the cargo tanks deck area. in addition 20 mins for tankers with IG and 30 mins without

Q. 94) When will you request for salvage?

Q. 95) Functions of wreck receiver? Has India ratified Nairobi Wreck removal convention?

Q. 96) what’d u mean by vessel is classed

It effectively means that vessel has satisfied the requirements of a particular classification society

Q. 97) What are the Structural requirements of chemical tankers?

Q. 98) SITUATION - In Restricted Visibility you have a P.D. V/L, converging at close quarter, on your port quarter? Who is the Stand on/Give way?

There is no stand on vessel in RV.

as per rule 19d(ii) Alter course to starboard.

Q. 99) distress related questions

Q. 100) Liabilities of Hague Rules and -Hague Visby Rule and as u said 666.67 SDR per pkg can u explain what is this per pkg in detail?

Q. 101) tell me about CLC & fund, who pays for CLC & Fund?

Q. 102) what standing orders will you give ur chief officer after taking over as a master

Q. 103) SITUATION - 1 p/d vsl dead ahead ur a cbd vsl ur action? What if you ran aground now ...action?

Q. 104) who will pay after the Supplementary fund is exceeded?

Owner will

Q. 105) M.S. Act - Working hrs and Rest hrs for Seaman, Accommodation, Food and water Insect on

Q. 106) How will u carry out maintenance of CO2 where can u find out

Q. 107) What do vessel do nearing a bend?

Q. 108) how will u motivate ur juniors

Training, drills, exercises, safety videos, giving incentives, no blame culture and by enhancing their involvement in safety

Q. 109) Is Bunker convention in force? Explain adopted & in force?

This Convention entered into force on 21 nov 2008(one year following the date on which eighteen States, including five States each with ships whose combined gross tonnage is not less than 1 million, have either signed it without reservation as to ratification, acceptance or approval or have deposited instruments of ratification, acceptance, approval or accession with the Secretary-General.) Limits as per LLMC

Q. 110) When did load line convention came into force? how will you prepare for load line survey?

Q. 111) what will u do if u find your radar performance is not up to required standards?

Post extra look out during navigation, place service requisition in next port.

Q. 112) ISPS code functional requirements

Q. 113) What Certificate is given as par as Load line Certificate?

For Vessel more than 24 mtr in length...

i)International Load Line Certificate.

ii)International Load Line Certificate.

Load line Exemption Certificate may be granted to:-

1. Ship which embodies features of a novel kind

2. Ship not on international voyages when proceeding for an international voyage shall be granted a Load line exemption certificate for 01 voyage.

3. If the administration considers that between 2 ports the voyage is of sheltered nature.

Q. 114) what do you know about BWM (Ballast water management)? When will it enter into force

Q. 115) U have IMDG cargo onboard. It goes overboard. Action to reduce pollution

Q. 116) How many r

Q. 117) Reporting dangers, obligation under SOLAS, in

Q. 118) Port lateral mark buoy in region B. How you will pass your ship?

Keep the port lateral mark on ur port side while entering .

Q. 119) Can a country ratify CLC 69 ? India under CLC 69 or 92? Does MS Act show whether India 69 or 92? Where does it show?

has compulsorily replaced CLC 69 and all states party to CLC 69 are automatically party to CLC 92. Same is stated in article 352H, sub para (i) of Part XB of merchant shipping act as amended.

Q. 120) Define AFRA

Q. 121) PSC expected, how will u instruct your officers onboard?

Q. 122) INNOCENT PASSAGE WHICH SECTION AND ARTICLE NO?

Q. 123) One Red light ahead, what is it?

Compass bearing, Alter course to stbd. As I am seeing a side lights of a vessel

Q. 124) IAMSAR, what do u know?

Q. 125) What contract of carriage applies on tankers

Q. 126) What are the principles of radar plotting?

Q. 127) Helicopter operation - how ship to head wind?

Answer is keep wind on 30deg on port bow

Q. 128) What kind of ships have u done since ur cadetship? Tell me about your last ship particulars & run

Q. 129) One thing about Capt.P.K.C though he gives very tough looks and not satisfied but by heart he is soft.

Q. 130) What is RPSL no. What is its purpose?

RPSL stands for "recruitment and placement service license". For other details please read Q95 above

Q. 131) what is shell expansion plan? What all info in it?

Q. 132) If u have to anchor in Suez, how will u do it considering ur vessel's huge size?

Q. 133) overtaking in narrow channel, what precautions

Q. 134) what luggage included in Athens convention

"luggage" means any article or vehicle carried by the carrier under a contract of carriage, excluding: (a) articles and vehicles carried under a charter party, bill of lading or other contract primarily concerned with the carriage of goods, and

(b) live animals

Q. 135) Full procedure of Insurance of V/L? Does U/W issue the policy? If not then who issues

On instructions from the assured (the shipowner), the broker prepares a document called a slip for presentation of details of the subject matter (the ship) to underwriters. The broker first takes the slip to an influential lead underwriter, who, if he accepts the terms sought, stamps the slip, indicating on it the percentage of the risk which he is accepting on behalf of his (Lloyds) syndicate or (IUA) company, and initialing or signing it The broker then approaches a succession of other underwriters, and in the same way obtains lines from each of them, until the risk is 100% covered.

The broker then prepares details of the cover on a cover note and sends this to the assured for his approval. If the assured approves the terms, a formal Lloyds or Companies policy document is drawn up (depending on where the lead insurance was obtained) with the relevant Institute clauses attached (e. g. Institute Hull Clauses, Institute Strike Clauses, etc. ).

Q. 136) Ship sanitation certificate & exemption certificate and validity?

Q. 137) Form A/B of PSC

Q. 138) lights of CBD , NUC , and difference between underway and making way ......

a vsl is making way when cutting though water and when cannot steer she bcome underway ........

Q. 139) action codes to psc

When deficiencies are found on board ships during a PSC inspection, the inspector mentions the action to be taken for the same in number codes.

Code number "30" means "Grounds for Detention" others are mentioned below: Following codes are mainly used: 30 = Grounds for detention

17 = Master instructed to rectify deficiency before departure

16 = to be rectified within 14 days

15 = to be rectified at next port of call 19 = rectify major non-conformity before departure

18 = rectify non-conformity within 3 months 10 = deficiency rectified

40 = next port informed 47 = as in agreed class conditions

50 = Flag state/consul informed

70 = Classification society informed

80 = temporary repair

99 = to be specified in free text  

Q. 140) Coast station is asking you to become the OSC (you are alone)? Distress message rcvd 12 hrs. Before. Pattern u will choose and the calculation

The first stage in every SAR incident is the establishment of a geographical reference or DATUM for commencing the search and depends upon: Reported position Time of incident Any bearings or sightings Time interval between the incident and arrival of SAR facilities Size, type and condition of the search object Estimated surface movements of the distressed craft or survival craft, depending on drift Life raft Leeway is calculated from IAMSAR Volume III table. Time interval is the interval between the incident time or last computed datum and the commencement of search time. This emphasizes the requirement of working out the ETA precisely. In order to search effectively, units have to cover the search area following designated tracks. The distance between adjacent tracks is called track spacing. The IAMSAR manual provides tables for recommended track spacing based upon meteorological visibility.

Track spacing is dependent upon: Size of the search object Type of the search object Meteorological visibility Sea state/condition Time of the day (day/night/twilight) Position of the sun Effectiveness of the observers (height, etc.) Number of assisting craft Recommended track spacing for merchant vessels are give in a table in IAMSAR Vol III, entering with Search Object & Meteorological visibility. Weather correction factor is then found out from the next table. If Wind from 0 to 15 knot or seas 0 to 1 m then the Weather correction factor is 1.0 for Person in water and Life raft. Track spacing (S) = Recommended track spacing x Weather correction factor If search units are in the immediate vicinity and arrive on scene very rapidly and commence the search, use radius of 10NM, draw circle and box with tangents.

CALCULATED SEARCH AREA (A) Where time is available for computation, the area is: A = Track space (S) x Search speed (V) x Time (T) A ship with a speed of 14 knots and planning to search for 2 hours for the 25 person life raft, can search an area = 4.7 x 14 x 2 = 131.6 NM2 Where more than one unit is available, their individual areas can be added to obtain the total area that can be searched: At = A1 add A2 add etc.

SEARCH PATTERNS

1. Expanding square can only be used by a single ship and is often appropriate for vessels to use when searching for persons in the water or other search objects with little or no leeway. It is most effective

when the location of the search object is known within relatively close limits. The commence search point (CSP) is always the datum position.

2. Sector Search   It is used to search a circular area centered at the datum and can only be used by only one craft at a time at a certain location. It is most effective when the position of the search object is accurately known and the search area is small. It is most appropriate after man overboard incident immediate action for searching the person. CSP is where the search unit enters the area. Sectors are marked from datum as 1st, 2nd, 3rd, and the course alterations are 120deg. After initial search, the pattern is oriented 30deg in the direction of turn.

3. Parallel Sweep It is employed where a large area has to be searched and survivor location is uncertain. The area may be assigned to individual search unit’s on-scene at the same time, after it is divided into smaller sub-areas. CSP for each ship is S/2 inwards from edge of the area. All turns and outer most legs are planned at not more than S/2 inwards of the edges. If there is uncertainty about the position of the distressed unit and significant time has lapsed since the incident, wind effect on the search object may be different. There may be a number of other factors that introduce errors in the calculations. Search planners allow for these factors and work out maximum allowable error radius for each of the three datum points. These radii are used to draw error circles from the three datum points. The search area is then obtained by enclosing the error circles in the smallest possible rectangle. In actual fact there may be a numerous datum points on the arc between the down wind and two extreme datum points. 

Q. 141) what is ground tackle and its use

Q. 142) V/L in Bay of Biscay, C/O reports 1m water in No.1 hold (bulk carrier loaded with grain), action?

Q. 143) which all vessels do not show mast lights

1. Not Under Command.

2. Fishing vessels.

3. Trawler less than 50m.

4. P/d vl less than 12m

5. p/d vl less than 7m and speed less than 7kts.

6. V/l being towed.

7. Sailing vl

8. Pilot vl

9.RAM except Mine Clearance, when not making way

Q. 144) transfer

Q. 145) Bank Suction?

Q. 146) Validity of Certificate of Class?

5 years validity

Q. 147) How will u prepare Muster list as a Master?

Q. 148) ROR, 2 red lights over white light. and situation inside the TSS when spotting the same right ahead, own vessel position uncertain?

Q. 149) amendments to rule 8

Q. 150) Can u deviate course if charterer says discharge port changed. as per which clause

Yes if deviation clause is incorporated in the charter party. Which gives liberty to ship owner to call any port in any order for any purpose. 

Q. 151) Tell me about various Annexes of MAPOL

Q. 152) U have stopped your vessel for 3 monthly lowering of lifeboat, unfortunately while picking up boat after doing maneuvers it gets

Q. 153) what is barratry

Barratry is an act of gross misconduct committed by a master or crew of a vessel, which damages the vessel or its cargo. These activities may include desertion, illegal scuttling, theft of the ship or cargo, and/or committing any actions which may not be in the ship owner’s best interests by the master or crew.

Q. 154) what is the difference between Controllable Pitch Propeller and Variable pitch propeller?

Q. 155) Hazard of coal cargo

Spontaneous combustion / Emission of methane / Corrosion / Liquefaction / Shifting

Q. 156) Tell me the formula for quarter mean draft

Q. 157) what are the precautions u have to take before entering ice bound regions

Q. 158) latest CIC of Indian

Fire safety systems starting from 01.09.12 to 30.11.12

Q. 159) Certificates of Passenger ships?

Q. 160) how will u ask for salvage?

When a vessel is in peril, the master must immediately assess the threat and decide urgently whether assistance, including salvage assistance, is needed or not. The master should always over-react on the side of safety and pollution prevention rather than delay in the hope that the situation may improve. The master of a vessel in peril should seek advice and instructions from the ship owner, but only if time allows. If the urgency of the situation does not permit communications with the owners of the property in peril, the master will usually have authority to act on his own initiative (i.e. as an agent of necessity). - Immediately request assistance if he thinks it necessary for the safety of the ship, crew and cargo. - accept the assistance that seems the most reasonable, taking into account the possible value of the assisting ships, her ability to perform the salvage services and the amount of her deviation from her intended route. - Try to obtain agreement to Lloyd Open Form 2011 before accepting any salvage services offered. - Give the salver all possible assistance to enable him to do the job, remembering, however, that the more that can be done by the ships crew, the less will be the salver reward and the cost to the ship owner and cargo owners. (Professional salvers may well want to do everything, in order to maximize their reward.) - gather contemporaneous evidence relating to: the terms on which assistance was offered and accepted (e.g. witnessed log entries of radio messages);

details of assisting vessels and their equipment used (e.g. ropes, pumps, etc.); any measures taken before the salvor’s arrival, and measures that might have taken to save the ship had salvors not arrived (i.e. “sue and labour†� cost items); any damage to the ship, injuries to crew, etc.; assistance rendered by the ship’s crew, the master and the ship’s own equipment during the salvage servicesSource : https://www.jahajee.com/orals/ASM_Master/?p=16&arr=most

Q. 161) What is PSC & what is the purpose of PSC? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 162) Exp the process of loading grain including various methods of stowing for partially filled & filled compartments? Vivek Nair | COMMENT | 2 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 163) how will u motivate people Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 164) What is MAS ? Rishi Kashyap | COMMENT | 2 FOLLOW 508 FOLLOW X 0 WHEN REQUIRED ? Guidelines for Coastal States   4.1       Resolution A.950(23) outlines the situations in which the services of the MAS are involved; they are:   .1         the ship is involved in an incident (e.g., loss of cargo, accidental discharge of oil, etc.) that does not impair its seakeeping ability but nevertheless has to be reported;   .2         the ship, according to its Master’s assessment, is in need of assistance but not in a distress situation (about to sink,fire developing, etc.) that requires the rescue of those on board; and   .3         the ship is found to be in a distress situation and those on board have already been rescued, with the possible exception of those who had remained aboard or have been placed on board to attempt to deal with the ship’s situation. WHO CONTROLS IT IN INDIA? The Directorate General of Shipping (DG Commcentre) is the Maritime Assistance Service (MAS) nodal point in India complying under IMO Resolution A. 950 (23).   The DG Comm. Centre operates as MAS (Maritime Assistance Services) on 24 x 7 basis and should be contacted as advised above. The full style is as follows: DG Commcentre,        Tel: 0091 22 2261 0606, 2261 4646, 32959320        Fax: 0091 22 2261 3636        E-mail: dgcommcentre@satyammail.net; dgcommcentre@vsnl.net ADI PEREIRA | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 165) Will the v/l SQUAT only by stern & SQUATS by head when or in what conditions Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 •Ship’s speed- More the speed more the squat & lesser the speed lesser the squat. •The Trim of the Ship- If a ship is having a trim, the ship will squat by deeper end regardless the shape of the hull. •Cb ( >0.7 )Box like ships will squat by head. E.g. Tankers, Bulk Carriers Where as streamlined ships will squat by stern. E.g. Container ships, Battle ships. Higher the (Cb), higher the squat. •The draft to depth ratio-If it is 2, there is negligible squat. •The narrowness of the channel or cannel-In narrow channels side water to the ship is less, so void created by ship will be filled by below water so the ship will squat more. In shallow waters -  Squat = 2(Cb x V2)/ 100 Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 166) Describe HNS convention Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 167) at dis port agent coming with loi and askin u 2 start dis.. what action Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 168) Pressure testing of the CO2 System ? Rishi Kashyap | COMMENT | 2 FOLLOW 22 FOLLOW X 1 Periodical Pressure Testing of CO2 piping i.e. 5/10/15 years: (a) 5 yearly routines: (i) At intervals of not more than 5 years, a carbon dioxide fire extinguishing installation must be subjected to the tests described below (ii) The servo - cylinders and any remote controlled stopcocks to be tested by opening one pilot cylinder. The battery must be uncoupled for the purpose (iii) The proper operation and correct connections to the cargo holds to be checked. (iv) The entire installation to be checked to make sure that it is operational. (v) The spring-loaded safety valves must be also checked and reset to 180 kg/cm. (vi) The alarm system must be tested to make sure that it functions properly. (b). 10 yearly routines: (i) At intervals of not more than 10 years, the section of a carbon dioxide fire extinguishing system, which can be shut off, must be tested with carbon dioxide or air at a minimum pressure of 25kg/cm2. (ii) All the tests described in "a" above. (c ) 15 yearly routines: (i) The piping must be pressure tested as follows: - 1) The high pressure section up to and including the engine room, boiler room or pump room stopcock and up to and including the operating valves or cocks to the cargo holds: At a pressure of at least 190 kgf/cm2 using a suitable liquid. 2) The medium pressure section (open ended pipes where they run through accommodation spaces, together with the section of the main supply line running to the engine room, boiler room or pump room between the

stopcock and the room concerned): At a pressure of at least 80 kgf/cm2 using a suitable liquid. 3) Low pressure section (other pipes with open ends): With air at a pressure of at least 6 kgf /cm2 Pipes running from the pilot cylinders to the servo-cylinders and the sections of pipes to deep tanks, which can be shut off, must be considered as part of the high-pressure system. Pipe sections and valves tested hydraulically with water must be blown dry with air. (ii) The servo-cylinders and any remote-controlled stopcocks to be tested by opening 1 pilot cylinder. The battery must be uncoupled for the purpose; (iii) The alarm system to be tested with the engine operating to full capacity; (iv) The setting of the spring loaded safety valves at 180 kgf/cm2 . (v) The proper operation and correct connections to the cargo holds to be checked (vi) The free flow of carbon dioxide out of the nozzles into the engine room, boiler room or pump room to be checked by opening one or more cylinders of the battery or by using air at a minimum pressure of 25 kgf/cm2; (vii) The entire installation to be checked to make sure that it operational. The high-pressure section that can be shut off, the stopcocks and the controls to be checked for tightness under operational conditions by opening one cylinder of the battery. This check may be omitted if the equipment is intended solely for the engine room and consists of not more than 15 cylinders. Anshuman SinhaChaudhary | 4 years ago | EDIT | REPLY 1 Surveyor asked Q. 169) Who prepares SSP and who approves: Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 CSO has the responsibility of preparing and submitting the SSP for approval. It is approved by the administration or the security organization recognized by the administration Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 170) Contents of fire plan ? what are the classification of bulkheads ?Source : https://www.jahajee.com/orals/ASM_Master/?p=17&arr=most

Q. 171) Significance of class notation? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 172) conditions in a contract , its significance Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 173) Master and crew abandons a vessel and Later some crew went and saves the ship. Can those crew ask for Salvage award ? What if mast Rishi Kashyap | COMMENT | 1 FOLLOW 3.9 K FOLLOW X 0 When a crew properly abandons their vessel (on the orders of the master and without hope or expectation of returning to her), the crew are no longer employed under the Crew Agreement and the vessel becomes a "derelict". If the (former) crew members subsequently manage to re-board and save the vessel, they do so as volunteers and may have a valid claim to a salvage reward. Rishi Kashyap | 6 years ago | EDIT | REPLY 1 Surveyor asked Q. 174) 3/4th Collision liability. (Formerly known as %u201Crunning down clause%u201D) Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 •if the insured vessel is to blame for a collision with another vessel, underwriters undertake to pay three-fourths of the damage sustained by the other vessel up to a maximum of three fourths of the value of the insured vessel mentioned in the policy. Payments by the assured for cargo on this insured vessel are excluded in view of the fact that ship owners are not responsible, under the bill of lading terms, for the consequences of negligent navigation •loss of or damage to other vessel •delay to or loss of use of other vessel •general average of other vessel •salvage or salvage under contract of other vessel •if both vessels are to blame in the collision, then the liabilities will be calculated as per the principle of cross liabilities, unless the liabilities are limited by law •the 1/4th of liability not covered by the underwriters under the policy is usually insured under the ship owner’s P&I Club policy. •3/4th of legal costs incurred by the assured in contesting liability •The total liability of the insurer under this clause is limited to 3/4th of the insured value of the insured vessel Exclusions , The following are excluded from the  3/4th  liability cover •removal or disposal of wreck/cargo •the cargo or other property of insured vessel •loss of life/personal injury •pollution or contamination of any real or personal property Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 175) Who is a a distressed seamen?Who pays for his repatriation? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 176) is class arequirement Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 177) Structural requirements of bulk carriers ? ADI PEREIRA | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1

Surveyor asked Q. 178) grounds for cancellation of your coc Ajit kumar | COMMENT | 1 FOLLOW 27 FOLLOW X 0 if it is proved that fault or misconduct of an officer during collision master did not assisted other vessel Ajit kumar | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 179) what is COGSA and tell me more in details Varun Chandran | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 180) U r carrying a cargo of fish meal & there is fire onboard, action? Source : https://www.jahajee.com/orals/ASM_Master/?p=18&arr=most

Q. 181) coc comes under which ms rule Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 182) SITUATION - 1 s/v vsl on port side ur on stb side ur action ? ADI PEREIRA | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 183) What are running Down clause ? What is 3/4th Clause? Rishi Kashyap | COMMENT | 1 FOLLOW 3.9 K FOLLOW X 0 Both are same Rishi Kashyap | 6 years ago | EDIT | REPLY 1 Surveyor asked Q. 184) Difference between MLC and ILO Rest hours?? Bharathwajan Ramani | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 185) What do they do during hydro test n why do they do Varun Chandran | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 186) How will u take over a bulk carrier in China?How will u go about it's registration? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 187) how is the new ammendments to ism helped Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 188) Whats P & I role in oil pollution ? Whats the use of this Blue card ? ADI PEREIRA | COMMENT | 3 FOLLOW 508 FOLLOW X 0 I said they will provide the blue card ? ADI PEREIRA | 5 years ago | EDIT | REPLY 508 FOLLOW X 0 Blue Card is issued by P & I club certifying that the required insurance is in place , can be given for both CLC convention or Bunker convention , on basis of blue card flag state will issue CLC or Bunker cert. ADI PEREIRA | 5 years ago | EDIT | REPLY 1 FOLLOW X 0 fantastic dude Gurvinder Singh | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 189) What is GESAMP? Rishi Kashyap | COMMENT | 3 FOLLOW 3.9 K FOLLOW X 1 Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP) was established in 1967 by a number of United Nations Agencies. GESAMP deals with all scientific aspects on the prevention, reduction and control of the degradation of the marine environment to sustain life support systems, resources and amenities. Rishi Kashyap | 6 years ago | EDIT | REPLY 4 FOLLOW X 0 Joint group of Experts on the Scientific Aspects of Marine Environmental Protection   ref IBC code MANISH PANJOYAR | 4 years ago | EDIT | REPLY 138 FOLLOW X 0 Group of Experts on the Scientific Aspects of Marine Environmental protection Naveen bijarania | 4 years ago | EDIT | REPLY 1 Surveyor asked Q. 190) Explain UNCLOS?Source : https://www.jahajee.com/orals/ASM_Master/?p=19&arr=most

Q. 191) MTO - liabilty, responsiblity, procedure to become one, MTD Arjun verma | COMMENT | 2 FOLLOW 22 FOLLOW X 0 if loss or dammge then liability is 2 sdr per kg or 666.67 sdr per package or unit whichever is heighet. AK DIWAKAR | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 192) What is meant by characteristics & limitations of a radar? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 193) Quoting of rules like No.2, 19 Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 194) About Capt. Khambatta ? Rishi Kashyap | COMMENT | 3 FOLLOW 3.9 K FOLLOW X 0 He will make you very comfortable and guide you and gives hint a lot.... Rishi Kashyap | 5 years ago | EDIT | REPLY 6 FOLLOW X 0 good surveyor Daljeet mehta | 4 years ago | EDIT | REPLY 1 Surveyor asked Q. 195) What is LLMC ?Why was this conv required ? Rishi Kashyap | COMMENT | 2 FOLLOW 138 FOLLOW X 0 Convention on Limitation of Liability for Maritime Claims (Maritime Law)....This convention was required as it was unfair on the shipowner as they were not able to limit there liability after taking atmost care to avoid incident or accident . under this convention ship there are provisions given to to limit liability in certain cases . For more information refer Convention on Limitation of Liability for Maritime Claims, 1976 (London, 19 November 1976) Naveen bijarania | 4 years ago | EDIT | REPLY 1 Surveyor asked Q. 196)

As per Hague Visby rules, how will u calculate ur liability? Amey Gadgil | COMMENT | 2 FOLLOW 16 FOLLOW X 0 1979 SDR Protocol to the Hague-Visby Rules introduced a package limitation of 666.67 Special Drawing Rights or SDR and 2.0 SDR for per kg.   Soumen Ghosh | 1 year ago | EDIT | REPLY 1 Surveyor asked Q. 197) What is Certificate of Registry?Contents of COR? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 198) STCW 2010 in detail, cross questions MANISH PANJOYAR | COMMENT | 4 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 199) Structure of IMO. Bhupesh sharma | COMMENT | 3 FOLLOW 23 FOLLOW X 0 The Organization consists of an Assembly, a Council and five main Committees: the Maritime Safety Committee; the Marine Environment Protection Committee; the Legal Committee; the Technical Co-operation Committee and the Facilitation Committee and a number of Sub-Committees support the work of the main technical committees. Prabhat gupta | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 200) What is COF? What is IOPP? Differences btw COF and IOPP ? Why is COF required ?Does Oil tanker require COF ? Rishi Kashyap | COMMENT | 2 FOLLOW 36 FOLLOW X 0 The certificate of fitness is a certificate which lists the cargo that a special type of vessel can handle. It is issued under the requirements of SOLAS. IOPP certificate is issued under MARPOL for equipment related to prevention of oil pollution. Crude oil /refined petroleum product tankers do no need COF.Source : https://www.jahajee.com/orals/ASM_Master/?p=20&arr=most

Q. 201) Tips:Capt.A.K.Prasad is very straightforward in questions n Ans the point.only practical view of answers reqd.he is looking for co Shaffin thadathazhath | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 202) How will u take over a bulk carrier as per Solas Ch.9? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 203) YOU ARE MASTER OF INDIAN SHIP GETTING SOLD TO FOREIGN COUNTRY WHAT IS YOUR DUTY AS MASTER? Mohammed abdullah | COMMENT | 5 FOLLOW 21 FOLLOW X 0 CHANGE THE FLAG BELONG TO WHICH FLAG STATE INFORM THE FLAG STATE ABOUT THE CREWS SRIVIGNESH SRIVIGNESH | 4 years ago | EDIT | REPLY 45 FOLLOW X 0 REFER MS ACT 217,34 AND ALL WAGES WILL BE SETTLED BEFORE H/O OF VSL. Mohammed abdullah | 4 years ago | EDIT | REPLY 138 FOLLOW X 0 Also ensure that ur companys doc , manuals are  in ur custody or destroyed before handing over ..... Naveen bijarania | 4 years ago | EDIT | REPLY 1 Surveyor asked Q. 204) Abt Capt Sengupta - puts candidates at ease. Gives max importance to navigation. To pass, must be able to id cards and take correc Mayukh banerjee | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 205) WHAT IS LOI? Can you load and disc on LOI ? Rishi Kashyap | COMMENT | 2 FOLLOW 36 FOLLOW X 1 Letter of Indemnity is issued by one party under contract (usually the charterer) to indemnify the other party (usually the owner/master of the vessel) from any consequences of following the orders/requests of the first party which may be contrary to the terms of the contract. It is usually issued for discharging without the presentation of bill(s) of lading. Though prevalent, it has no legal standing in a court of law. The owner may accept the LOI under the supervision of  his P&I club after which he should explicitly tell the master to Discharge the cargo. Under no case shall a LOI be accepted for any alterations to a B/L which tend to change the description, date or place of shipping as this comprises maritime fraud. Akhil Bartaria | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 206) Lifeboat damaged whn ur sailing at open sea.long sailing.action. Shaffin thadathazhath | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 207) What is track line search?What is Contour search? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 208) What are the procedures to deal with stowaways?which convention says about it? Sundar velpandian | COMMENT | 2 FOLLOW 207 FOLLOW X 0 stowaway convention not accepted by states , it is covered under fal app[ Jibin joseph | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 209) Why bulk carrier considered very dangerous when carrying cargo? Aju James | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 210) Banana peel found in E/R bilges, action? Source : https://www.jahajee.com/orals/ASM_Master/?p=21&arr=most

Q. 211) ESP Mohammed abdullah | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 212) what is multi modal transport SABINESH VAYATH | COMMENT | 2 FOLLOW 36 FOLLOW X 0 "multimodal transportation" means carriage of goods, by atleast two different

modes of transport under a multimodal transport contract, from the place of acceptance of goods in India to a place of delivery of the goods outside India Akhil Bartaria | 5 years ago | EDIT | REPLY 36 FOLLOW X 0 "multimodal transportation" means carriage of goods, by atleast two different modes of transport under a multimodal transport contract, from the place of acceptance of goods in India to a place of delivery of the goods outside India Akhil Bartaria | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 213) Who issues Quarterly Listing.. Alex koshy | COMMENT | 2 FOLLOW 26 FOLLOW X 0 Quarterly listing for the merchant vessel issued by it classification society is a document consist of information such as Vessel's Name, IMO No., details for Registered Owner and Technical Operator, status of Statutory Surveys records and Class Survey records along with the window and due dates. Class Notations along with information such as year ship built etc are also given. Where owner's opted for CMS (Continuous Machinery Surveys) are also listed along with the date last inspection done. One of the most important part of document is where pending CoC (Condition of Class / Outstanding recommendation) are written along with their due date. Documents also has note / memorandum which are set up by class due to forthcoming new regulations along with their due date / observation not very serious in opinion of Class Surveyor but need attention during the major surveys (e.g. Dry docking) Traditionally the documents was issued / printed on quarterly basis and sent to Owners / Operator in hard copy and hence called as Quarterly Listing. However, as the time has changed, the documents can be downloaded on real time basis from Classification website using the operator's User ID and Password   Abhishek debnath | 1 year ago | EDIT | REPLY 1 Surveyor asked Q. 214) How does a bow thruster work? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 215) enclosed space, communication breakdown, action? Sunny bhatia | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 216) athens convention Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 217) In IMO Organisation , who is the most powerful committee ? Name some sub-committee ? Rishi Kashyap | COMMENT | 3 FOLLOW 63 FOLLOW X 0 Maritime Safety Committee (MSC) The MSC is the highest technical body of the Organization. It consists of all Member States. The functions of the Maritime Safety Committee are to consider any matter within the scope of the Organization concerned with aids to navigation, construction and equipment of vessels, manning from a safety standpoint, rules for the prevention of collisions, handling of dangerous cargoes, maritime safety procedures and requirements, hydrographic information, log-books and navigational records, marine casualty investigations, salvage and rescue and any other matters directly affecting maritime safety. The Marine Environment Protection Committee (MEPC) The MEPC, which consists of all Member States, is empowered to consider any matter within the scope of the Organization concerned with prevention and control of pollution from ships. In particular it is concerned with the adoption and amendment of conventions and other regulations and measures to ensure their enforcement.   Sub-Committees The MSC and MEPC are assisted in their work by nine sub-committees which are also open to all Member States. They deal with the following subjects:     Bulk Liquids and Gases (BLG) Carriage of Dangerous Goods, Solid Cargoes and Containers(DSC)     Fire Protection (FP)     Radio-communications and Search and Rescue (COMSAR)     Safety of Navigation (NAV)     Ship Design and Equipment (DE)     Stability and Load Lines and Fishing Vessels Safety (SLF)     Standards of Training and Watchkeeping (STW)     Flag State Implementation (FSI) Other Important Committees are- Legal Committee Technical Co-operation Committee Facilitation Committee Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 218) Diff.between Non confirmity & Major non confirmity? What happens when you get a Major non confirmity?Time limit to rectify Major n Ramkumar akkoorathmana | COMMENT | 2 FOLLOW 1 FOLLOW X 0 Non conformity : An observed situation where objective evidence proves the non fullfillment of the required code. (3 months or as directed by the administration ) Major non conformity :An identifiable deviation that poses a danger to life ,property and marine environment ,shall require immediate and corrective action .It also explains that there is a lack of implementation as required by the code. (no time limit  should be done immediately) Khayyum mak | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 219) What do u understand by Master's review of SMS? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 220) Vsl rgt head on resiprocal course and ur r CBD .... ACTION if she does not take action .... Naveen bijarania | COMMENT | 1 FOLLOW 138 FOLLOW X 0 try to attrct the other vsl with all possible mean ,

reduse speed to increase TCPA ... LAST OPTION TAKE ALL WAY OF OFF ...stern movement .... till the time ut vsl is CBD .........UNDER NO CIRCUMSTANCE U WILL ALTER UR COURSE ..........Source : https://www.jahajee.com/orals/ASM_Master/?p=22&arr=most

Q. 221) ammendnets to ism Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 222) Validity of DOC? Rishi Kashyap | COMMENT | 1 FOLLOW 3.9 K FOLLOW X 0 Validity of DOC : 5 yrs Rishi Kashyap | 6 years ago | EDIT | REPLY 1 Surveyor asked Q. 223) When can the master be removed? Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 1.by the judge when he thinks it is nessacary 2.when a application is made by an officer or owner or his agent or consignee or 3 or more crew complains 3.a magistrate can appoint a new master but with the consent of the owner/consignee within hi s jurisdiction. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 224) V/L loaded with grain suddenly lists 8 degrees to Sbd, action? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 225) Note of protest n examples Solomon raj | COMMENT | 2 FOLLOW 63 FOLLOW X 0 A solemn declaration, made under oath by master; a form of deposition. It should be done soon as possible after arrival, always within 24 hours of arrival, and (where there may be cargo damage) preferably before breaking bulk. Procedure -You note protest before a notary public, or some other person authorised under local law to take sworn statements (depositions).  Go to notary public or other appropriate person with one or more witnesses from the crew who have knowledge of the facts. Take Official Log Book, deck log and all other relevant information surrounding the event being protested. Make sworn statement before notary, who enters it in Register of Protests. Obtain at least 3 certified copies of protest (owners, adjuster and ship's file). Pay fee (master's disbursement) and obtain receipt.   If you wrote out your own 'sea protest', Have it notarised by a notary public or a consul.  Since it may be impossible to ascertain the full extent of the loss or damage when first noting protest, always reserve the right to 'extend protest at a time and place convenient. Examples- (1 ) After every case of General Average; (2) after wind and/or sea conditions have been encountered which may have damaged cargo;  (3) after wind and/or sea conditions have been encountered which caused failure to make a cancelling date; (4) after cargo is shipped in a condition likely to deteriorate during the forthcoming voyage (also, bills of lading should be appropriately claused after consultation with the shipper and P&l correspondent); (5) after the ship has been damaged from any cause; (6) after a serious breach of the charterparty by the charterer or his agent (e. g. undue delay, refusal to load, cargo not of a sort allowed by the charterparty, refusal to pay demurrage, refusal to accept bills of lading after signing because of clausing by master, sending vessel to an unsafe port, etc. ); after the consignee fails to discharge or take delivery of the cargo or fails to pay freight. Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 226) advance Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 227) Which certificate /Notation will you check whether the ship is ice classed or not ? Rishi Kashyap | COMMENT | 2 FOLLOW 6 FOLLOW X 0 its shown in classification cert. Anup john | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 228) Can the MMD Chief examiner cancel / suspend your COC? Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 Merchant Shipping (Cancellation or Suspension of Certificate of Competency) Rules, 2003 Grounds for cancellation or Suspension of Certificates of Competency by Chief Examiner of Master & Mates or Chief Examiner of Engineers-- Any Certificate of Competency, which has been granted by the Central Government or an officer duly authorized by it in this behalf, to any person may be cancelled or suspended for any specified length of period by the Chief Examiner of Master and Mates or the Chief Examiner of Engineers, on the following circumstances :-- Incompetency, omission or commission of such acts by the holder of the Certificate, which may lead to personal injury, death or shipping casualty. If it is found that the said person is guilty of any gross act of misconduct, drunkenness or tyranny, or in a case of collision, has failed to render assistance, or to give such information, or that the loss, stranding or abandonment of, or damage to any ship, or loss of life has been caused by his wrongful act or default. Enquiry into misconduct/incompetency- The cancellation or suspension of Certificate of Competency shall be made only after enquiry by the Chief Examiner or an authorized Officer on his

behalf. Issue of show cause notice--- No order shall be passed for cancellation or suspension of certificates unless the person concerned has been given a reasonable opportunity of giving representation against the proposed order through appropriate show cause notice. Provision for appeal against order of cancellation/suspension--- A person whose certificate has been cancelled or suspended may appeal against such order to the Director General of Shipping within 30 days from the date of receipt of such order canceling or suspending his Certificate of Competency. The decision of the Director General of Shipping shall be final. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 229) How will u avoid false distress alerts? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 230) You are proceeding to rescue survivors from a vessel about to break into 2, ur action? Anupam khamgaonkar | COMMENT | 2 FOLLOW 63 FOLLOW X 0 Onboard preparation will depend upon the emergency organisation onboard the ship, whether the master has been nominated the OSC and any instructions form the SMC. Some aspects of seamanship have been added as command position will have to order the same. The participating vessels should establish a traffic co-ordinating system among themselves. A vessel responding to a SAR incident should make preparations on board. It would be preferable to raise alarm for mustering all concerned, i.e. emergency, engine room, back up and first aid parties. Additional officer(s) and lookouts should be summoned to the bridge. There should be two-way communications between the bridge and all parties involved on board. After deciding to proceed, course should be adjusted and the engine room should be advised to make good all available speed and be ready for manoeuvring in the vicinity of the SAR area. BRIDGE/NAVIGATION Watch officers and lookouts to be briefed and advised. Up to date weather information for the route and the distress position. Determine datum and update it as necessary (see note later). Operate radar(s) specially (X band, 3 cm). Call or designate a communications officer. Binoculars. Plot position of own ship frequently to maintain quickest route to scene.  Make course adjustments as necessary. Plot positions of other ships attending distress. Consider using search or deck lights during hours of darkness. COMMUNICATIONS Monitor all distress frequencies. Try to maintain continuous contact with ship in distress. Update CRS/RCC with any developments and obtain current information from the service.Have copies of International Code of Signals handy. Daylight signalling lamp. Search lights. Flashlights. Hand held VHF radios. Loud hailer. Establish communications with emergency/deck (rescue) team. ENGINE ROOM Advise to maintain maximum possible speed. Advise when engine(s) are to be on stand by and ready for manoeuvring. Order other services, e.g., fire pump, power for deck machinery, etc., in good time. DECK Rescue boat (and life boat if required) to be prepared for launching (subject to weather condition). Have a life raft ready (without inflating it) and consider using it, if required, as a boarding station. Rig scrambling nets on both sides of the ship. Rig rope ladders on both sides of the ship. Rig boat ropes on both sides of the ship. Have life jackets and life buoys in readiness. Have heaving lines, rescue quoits, line throwing apparatus and messenger ropes in readiness. Rig man ropes on both sides. Survival/immersion suits for the crew of rescue boat or those who may be required to enter water. Boat and grappling hooks. Hatchets. Rescue baskets and litters. Fire fighting equipment. Cargo lifting appliances (crane, derrick, gantry, etc.) on each side of the ship with cargo net and spreaders for recovery of survivors. MEDICAL ASSISTANCE Stretchers. Blankets. Medical supplies, first aid kits, resuscitator and medicines. Dry clothing. Food and hot drinks. Hospital. Shelter. Source : https://www.jahajee.com/orals/ASM_Master/?p=23&arr=most

Q. 231) your 2nd mate calls you at 2 o clock night and vis is poor quesion leading to rule 19 Jibin joseph | COMMENT | 2 FOLLOW 1 FOLLOW X 0 1.switch on the other radar, start fog signal, call for additional lookout, inform engine room to be standby for reducing speed if required. 2. assess the prevailing condition i.e a. distance from land b. trarffic density including concentration of fishing vessels c. state of sea/weather d. proximity of navigational hazards on the planned route. e. depth of water available. f.make assessment of visibility using radar 3. if the conditions are unfavourable, then a.speed should be reduced to maneuvring and vessel preferably on hand steering. b.radar to be on short range (3nm/6nm) c.effect bridge/engine room manning as per company's sms i.e doubling of

watches and operating on non UMS mode. d.engines ready for immediate maneuvring. e. position plotting frequency to be increased f. more than one methods of plotting position Vijaypal singh | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 232) Maritime fraud Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 The International Maritime Bureau (I.M.B.) defines maritime fraud as follows: 'An international trade transaction involves several parties - buyer, seller, shipowner, charterer, ship's master or crew, insurer, banker or agent. Maritime fraud occurs when one of these parties succeeds, unjustly and illegally, in obtaining money or goods from another party to whom, on the face of it, he has undertaken specific trade, transport and financial obligations a) loss or injury to, prejudice or deprivation of property or proprietary rights, b) loss suffered due to deceit, fraudulent misrepresentation, concealment or and act of deliberate dishonesty, and c) the injured party must have acted on the deception or falsehood.[4]' In the light of the above, and as a general guide, it would be better to define maritime fraud as follows: Maritime fraud occurs when, in a maritime context, one party knowing it to be false, and with the intention of obtaining an illegal benefit, makes a misrepresentation to another party who, believing it to be true, acts upon the misrepresentation to his or her potential detriment, or to the potential detriment of an innocent third party or parties.The misrepresentation may take any form, it may be by word or deed, written or implied, by way of affirmation or denial and may even be constituted by an  omission in appropriate circumstances. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 233) Multi modal transport, what all do u know? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 234) On a passage from far east to US west coast, after 2 days port lifeboat found missing, u r already in deep sea.Action? Vivek Nair | COMMENT | 2 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 235) what are the changes in gmdss goc Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 236) What are Cargo safety Certificate or Safety Certificates? Rishi Kashyap | COMMENT | 2 FOLLOW 36 FOLLOW X 0 As per the Harmonised System of Survey and Certification, The Cargo ship safety certificate can be issued in lieu of SEQ, SafCon and SRT certificates. Akhil Bartaria | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 237) Why do you need to carry a grain stability booklet? When you have an intact stability Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 Grain stability booklet help us determine the volumetric heeling moment due to grain shift, which we compare against the allowable heeling moment and we can find the heel angle and the the residual dynamical stability which should be less than 12deg and 0.075m*rad. But the actual intact stability of the ship is calculated with the stability booklet. Basically it is provided to calculate the heeling moment due to grain, which is a major hazard. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 238) Explain draft survey procedures? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 239) What is a collision bulkhead?Why is it always situated forward? Vivek Nair | COMMENT | 2 FOLLOW 1 FOLLOW X 0 Purpose:- § Avoids flooding of ship in case of damage to bows. Location § Location is such that it is not so much forward as to get damaged on impact , Neither it should be too far aft so that compartment flooded forward causes extensive trim by head. As a rule located at minimum distance to get maximum space for cargo. § Minimum at 1/20 of ships length from forward perpendicular § The collision bulkhead is continuous to upper most continuous deck § The collision bulkhead is 20% stronger than other bulkheads § Collision bulkhead is 5 to 8 percent of ships length from forwa Khayyum mak | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 240) rpsl no what is its purposeSource : https://www.jahajee.com/orals/ASM_Master/?p=24&arr=most

Q. 241) How is muster list prepared on Passenger Ships? Rishi Kashyap | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 242) AIS annual survey what is latest amendment? Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 SOLAS Chapter V regulation 18.9 “The automatic identification system (AIS) shall be subjected to an annual test. The test shall be conducted by an approved surveyor or an approved testing or servicing facility. The test shall verify the correct programming of the ship static information, correct data exchange with connected sensors

as well as verifying the radio performance by radio frequency measurement and on-air test using, e.g., a Vessel Traffic Service (VTS). A copy of the test report shall be retained on board the ship.†� The date on which the annual testing of AIS enters into force is 1 July 2012, and the tests may be carried out in connection with the ship’s annual safety radio (CRC) or safety equipment (CEC) survey. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 243) Duties of Master as per ISM & responsibilities as per ISM? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 244) What are the precations to take when loading DG cargo?Answer as a Master Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 245) responsibilites as a master Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 246) What is hot pursuit and what is Base line ? Rishi Kashyap | COMMENT | 3 FOLLOW 1 FOLLOW X 0 hot pursuit is a right of authority let say police to go for a search without a search warrant due to a condition that if time wasted in obtaining the warrant would cause no help in enquiry. and  Base line  as described in UNCLOS it is the low water line along the coast as marked on large scale approved chart. Kuber pandey | 5 years ago | EDIT | REPLY 36 FOLLOW X 0 As per UNCLOS every state has the right to pursue and investigate any vessel involved in a crime against the state. The government vessel (coast gaurd/navy) can pursue the rogue vessel even upon the high seas but only till the time that the vessel is outside the waters of another state. Akhil Bartaria | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 247) Master over riding authority: Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 The Company should establish in the safety management system that the master has the overriding authority and the responsibility to make decisions with respect to safety and pollution prevention and to request the Company’s assistance as may be necessary. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 248) Contents of MARPOL & various special areas?What is PSSA? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 249) What are Type1,Type-2 & Type-3 ships in chemical tankers? Vivek Nair | COMMENT | 2 FOLLOW 188 FOLLOW X 0 IMO Ship Type 1 : is a chemical tanker intended for the transportation of products considered to present the greatest overall hazard. The quantity of cargo required to be carried in a Type 1 ship should not exceed 1,250 m3 in any one tank IMO Ship Type 2 : is intended to transport products with appreciably severe environmental and safety hazards which require significant preventive measures to preclude escape of such cargo. The quantity of cargo required to be carried in a Type 2 ship should not exceed 3000 m3 in any one tank IMO Ship Type 3 : is a chemical tanker intended to transport products with sufficiently severe environmental and safety hazards. These products require a moderate degree of containment to increase survival capability in a damaged condition. There is no filling restriction for chemicals assigned to Ship Type 3 Cargo Tank Location Cargo tanks shall be located at the following distances inboard: Type 1 ships: from the side shell plating, not less than the transverse extent of damage specified in 2.5.1.1.2, (B/5 or 11.5m whichever is less), and from the moulded line of the bottom shell plating at center line, not less than the vertical extent of damage specified in 2.5.1.2.3, (B/15 or 6 m whichever is less), and nowhere less than 760 mm from the shell plating. This requirement does not apply to the tanks for diluted slops arising from tank washing. 2 Type 2 ships: from the moulded line of the bottom shell plating at centerline, not less than the vertical extent of damage specified in 2.5.1.2.3, (B/15 or 6 m whichever is less), and nowhere less than 760 mm from the shell plating. This requirement does not apply to the tanks for diluted slops arising from tank washing. 3 Type 3 ships: no requirement" Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 250) Wearing Turn ? Rishi Kashyap | COMMENT | 2 FOLLOW 23 FOLLOW X 0 To turn by having the bow swung away from the wind almost by 180 degrees widely used on sailing ships.Source : https://www.jahajee.com/orals/ASM_Master/?p=25&arr=most

Q. 251) Confidential contents of SSP Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 Sections 13 / 18 / 17 / 11 / 10 / 9 Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 252) What is synchronous rolling and parametric rolling ? Jose JK | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 253) Various Bulk carrier class notation such as BC-A,

BC-B & BC-C, what does it imply? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 254) what is vdr and svdr Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 255) Smelling of Ground ? Rishi Kashyap | COMMENT | 2 FOLLOW 3.9 K FOLLOW X 0 Book : The Theory and Practice of Seamanship Edition : 11 Author : Graham Danton Pg No. : 61 Rishi Kashyap | 6 years ago | EDIT | REPLY 1 FOLLOW X 0 Occurs when a ship is nearing an extremely shallow depth of water, such as a shoal. The ship is likely to take a sudden sheer first towards it and then away from it into deeper water known as smelling the ground.  In a narrow passage or canal it can produce a dangerous sheer towards the opposite shore or bank, but it can be beneficial if the water opposite the shoal is deep and safe.   JagatPriy Satyarthi | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 256) Who will do the Internal Audit On your ship with respect of ISM ? Rishi Kashyap | COMMENT | 3 FOLLOW 3.9 K FOLLOW X 0 The Master cannot do the Internal Audit. The management rank officers of different departments can do the Internal Audit. Superintendent cannot. Rishi Kashyap | 6 years ago | EDIT | REPLY 1 FOLLOW X 0 normally the DPA or ship safety and quality suprtd. can took internal audit Sanjay tiwari | 5 years ago | EDIT | REPLY 6 FOLLOW X 0 .4 Personnel carrying out audits should be independent of the areas being audited unless this is impracticable due to the size and the nature of the Company. Suryamani Gautam | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 257) CLC / Fund / Supp fund . %u2013 India signatory to which all Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 India has ratified 1992 civil and fund convention but not a party to supplimentry fund. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 258) Conditions for a GA ? Jose JK | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 259) What are the various acts of indiscipline and actions to be taken on the same? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 260) what is goal based system Jibin joseph | COMMENT | 2 FOLLOW 378 FOLLOW X 0 IMO has developed certain standards for ship building,this standards have to be adhered to by the owners & classification society during the process of ship building.GBS is incorporated in Solas Ch.2(1Source : https://www.jahajee.com/orals/ASM_Master/?p=26&arr=most

Q. 261) About Capt. P.K. Chattopadhyay Rishi Kashyap | COMMENT | 1 FOLLOW 3.9 K FOLLOW X 0 Generally he will ask from th equestion sets only but it is difficult to satisfy him. Also remember that he asks from the (immediate) previous question Paper of ASM. Rishi Kashyap | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 262) Can you discharge E/R bilges in special Area ? If yes then how is it deifferent from discharge in Non special area ? Rishi Kashyap | COMMENT | 1 FOLLOW 3.9 K FOLLOW X 0 Yes . In Special area there is requirement of alarm as well as automatic stopping device. In non special area it is only alarm  and manual stop is there. Rishi Kashyap | 6 years ago | EDIT | REPLY 1 Surveyor asked Q. 263) what is non conventional ship Ajit kumar | COMMENT | 1 FOLLOW 27 FOLLOW X 0 not made under convention but safety features will be installed Ajit kumar | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 264) What is certificate for intermediate survey? Varun Chandran | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 265) Stability requirements for grain Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 266) examples of ms circulars Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 267) SITUATION - 1 pd vsl on port side ur on stb side ur action ? ADI PEREIRA | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 268) You are in open sea and experiencing Wind Force more than 10 ? What action will you take w.r.t. the Maneuverability ? Rishi Kashyap | COMMENT | 3 FOLLOW 3.9 K FOLLOW X 0 Reduce Speed. Bring the Engines to Dead Slow ahead. Rishi Kashyap | 6 years ago | EDIT | REPLY 1 FOLLOW X 0 1st of all as master in open sea monitor wx fax daily...2nd if drs chances of bad wx take extra precautions such as add.ballat,securing on dk,e/r,galley etc. 3rd if wind force increasing chose best way to avoid it by doing alteration of course or increase spd...if d load on engines is increasing dn reduce d spd. n a/c of courese..to mini. damage to v/l.. Sam b | 5 years ago | EDIT | REPLY 8 FOLLOW X 0 With wind force 10, it is prudent to minimise the speed to keep the vessel in safe manoeuvring mode and not putting load

on the engines. Vsl should be heaved on to the swell to minimise effects of synchronised rolling. As for cargo part, a note of protest should be noted.  Bhoops Bhupesh sharma | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 269) SAR operation , various search patterns and Contents of IAMSAR Manual Bharathwajan Ramani | COMMENT | 2 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 270) Fire extinguishers hydrostatic requirementSource : https://www.jahajee.com/orals/ASM_Master/?p=27&arr=most

Q. 271) What is SCOPIC? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 272) when can a ship get arrested Jibin joseph | COMMENT | 2 FOLLOW 36 FOLLOW X 0 As per the "International Convention Relating to the Arrest of Sea-Going Ships" A ship flying the flag of one of the Contracting States may be arrested in the jurisdiction of any of the Contracting States in respect  of any maritime claim, but in respect of no other claim; but nothing in this Convention shall be deemed to extend or restrict any right or powers vested in any governments or their departments, public authorities, or dock or habour authorities under their existing domestic laws or regulations to arrest, detain or otherwise prevent the sailing of vessels within their jurisdiction. "Maritime Claim" means a claim arising out of one or more of the following: (a) damage caused by any ship either in collision or otherwise; (b) loss of life or personal injury caused by any ship or occurring in connexion with the operation of any ship; (c) salvage; (d) agreement relating to the use or hire of any ship whether by charterparty or otherwise; (e) agreement relating to the carriage of goods in any ship whether by charterparty or otherwise; (f) loss of or damage to goods including baggage carried in any ship; (g) general average; (h) bottomry; (i) towage; (J) pilotage; (k) goods or materials wherever supplied to a ship for her operation or maintenance; (1) construction, repair or equipment of any ship or dock charges and dues; (m) wages of Masters, Officers, or crew; (n) Master's disbursements, including disbursements made by shippers, charterers or agent on behalf of a ship or her owner; (o ) disputes as to the title to or ownership of any ship; (p) disputes between co-owners of any ship as to the ownership, possession, employment, or earnings of that ship; (q) the mortgage or hypothecation of any ship. Akhil Bartaria | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 273) Why have u informed P & I in case of POR ? ADI PEREIRA | COMMENT | 1 FOLLOW 508 FOLLOW X 0 i told him as there could be a dead or injured sea man o/b,or in case of pollution this lead to the next question ADI PEREIRA | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 274) A is not a party to CLC & Fund Convention. B is a party of CLC and Fund. A Goes to port B and pollution is done .So how B will rec Rishi Kashyap | COMMENT | 2 FOLLOW 22 FOLLOW X 0 Any vsl of A can't go to B's port without P&I club's gurantee ie. It must be covered for the liability limit which is 1 Billion USD. Only then the vsl would be permitted to enter its territory Anshuman SinhaChaudhary | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 275) 1 of your seaman killed another seaman in indian waters? your action as master? Raj Kumar | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 276) General details of GMDSS Arjun verma | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 277) What is Form E? Vivek Nair | COMMENT | 2 FOLLOW 1 FOLLOW X 0 Form E is an attachment to Safety equipment certificate, which contains the list of all safety equipment on board. Achal sharma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 278) Diff bet hague/hague visby & hamburg rules Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 279) WHATS MORTGAGE CERTIFICATE ? WHATS 1ST, 2ND, 3RD MORTGAGEE ? Rishi Kashyap | COMMENT | 2 FOLLOW 378 FOLLOW X 0 Mortgage is security against loan. The order of mortgagee is the order in which the registrar has entered in the register book indicationg the date and time in which it was entered Vivek Nair | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 280) What do you know about the London Dumping Conv.? Which materials are permitted to be dumped ? Rishi Kashyap | COMMENT | 2 FOLLOW 3.9 K FOLLOW X 0 http://www.imo.org/Conventions/mainframe.asp?topic_id=258&doc_id=681 Rishi Kashyap | 6 years ago | EDIT | REPLY 63 FOLLOW X 0 The Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972, the London Convention for short, is one of the first global conventions to protect the marine environment from human activities and has been in force since 1975. Its objective is to promote the effective control of all sources of marine pollution and to take all practicable steps to prevent pollution of the sea by dumping of wastes and other matter. Currently, 87 States are Parties to this Convention. In 1996, the London Protocol was agreed to further modernize the Convention and, eventually, replace it. Under the

Protocol all dumping is prohibited, except for possibly acceptable wastes on the so-called reverse list. The Protocol entered into force on 24 March 2006 and there are currently 42 Parties to the Protocol. This list includes the following: 1 dredged material; 2 sewage sludge; 3 fish wastes; 4 vessels and platforms; 5 inert, inorganic geological material (e.g., mining wastes); 6 organic material of natural origin; 7 bulky items primarily comprising iron, steel and concrete; and 8 carbon dioxide streams from carbon dioxide capture processes for sequestration. Generic Guidelines and comprehensive Specific Guidelines have been developed for all wastes on the reverse list. These Guidelines contain step-by step procedures to evaluate wastes being considered for sea disposal, including waste prevention audits, assessment of alternatives, waste characterization, assessment of potential adverse environmental effects of dumping, disposal site selection,monitoring and licensing procedures. NOTE - INDIA has not ratified the Convention nor the Protocol.Source : https://www.jahajee.com/orals/ASM_Master/?p=28&arr=most

Q. 281) Insted of a B/L what other documents is issued? Amey Gadgil | COMMENT | 2 FOLLOW 16 FOLLOW X 0 Under Art. III of the Hague-Visby Rules, a carrier must, on demand, provide the shipper with a bill of lading; but if the shipper agrees, a lesser document such as a "sea waybill" may be issued instead. In recent years, the use of bills of lading has declined, and they have tended to be replaced with the sea waybill.   Soumen Ghosh | 1 year ago | EDIT | REPLY 1 Surveyor asked Q. 282) What are the enries to be made in Official log book? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 283) After Supplementary fund Who pays? pls note its not member states. Ravikant verma | COMMENT | 2 FOLLOW 63 FOLLOW X 0 IF the total of all approved claims for pollution exceeds the Supplementary limits i.e 750 mil SDR, the compensation paid to each claimant will be reduce proportionately. All claimaints are to be treated equally for this purpose. Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 284) Responsibilities between vessels. Bhupesh sharma | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 285) What are the criteria for Intact Stability ? Rishi Kashyap | COMMENT | 3 FOLLOW 1 FOLLOW X 0 Refer IMO INTACT STABILITY CRITERIA AMIT SAHRAWAT | 5 years ago | EDIT | REPLY 36 FOLLOW X 0 The intact stability of all vessels other than grain carriers is as follows; a. The area under the GZ curve up to an angle of heel of 30deg not to be less than 0.055 m-rad. b. The area under the curve up to an angle of 40 deg or angle of deck edge immersion (Whichever is less) not to be less than 0.09 m-rad. c. The area under the curve between 30 deg and 40 deg or angle of deck edge immersion (whichever is less) not to be less than 0.03 m-rad. d. The righting lever at an angle of heel of 30 deg shall not be less than 0.20 m. e. The maximum righting lever shall preferable occur at an angle of heel of 30 deg but in no case at less than 25 deg of heel. f. The initial metacentric height corrected for free surfaces (GM fluid) not to be less than 0.15m For grain Carriers when carrying grain: a. The angle of heel due to the shift of grain is to be not greater than 12° or the angle at which the deck edge is immersed, whichever is the lesser b. In the statical stability diagram, 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, whichever is the least, is in all conditions of loading to be not less than 0,075 m.rad c. The initial metacentric height, after correction for the free surface effects of liquids in tanks, as specified in Pt B, Ch 3, Sec 2, [4], is to be not less than 0,30 m. For passenger vessels in addition to the general stability criteria, the following: a. The angle of heel due to crowding of passengers on one side may not exceed 10deg. b. The maximum heel due to vessel turning shall not exceed 10deg. Akhil Bartaria | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 286) Factors to be decided for anchoring.how to conclude which is a overding factor among wind n current Shaffin thadathazhath | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 287) Difference between towage & salvage? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 288) YOU HAVE BOTH SIDE BERTH YOU HAVE TO CHOOSE BERTH YOU HAVE SINGLE SCREW RIGHT HAND PROPELLER WHICH SIDES YOU WILL CHOOSE AND WHY Mohammed abdullah | COMMENT | 2 FOLLOW 1 FOLLOW X 0 port side berth to get the stern swing parallel to berth & to avail benefit of transverse thrust while going astern. GR Bhatti | 4 years ago | EDIT | REPLY 1 Surveyor asked Q. 289) RV, one vessel on port qtr and other at stbd qtr, what action? Mayukh banerjee | COMMENT | 3 FOLLOW 1 FOLLOW X 0 Reduce speed, take all way off. JagatPriy Satyarthi | 5 years ago | EDIT | REPLY 63

FOLLOW X 0 Incorrect, you take all way off for only for a fog horn heard apparently forward of the beam. Arjun verma | 3 years ago | EDIT | REPLY 63 FOLLOW X 0 Increasing speed will the be best option since reduction of speed will drastically reduce the TCPA giving insufficient time for the other v/l s to react. Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 290) Ms notice regarding iron ore Source : https://www.jahajee.com/orals/ASM_Master/?p=29&arr=most

Q. 291) What is pyrophoric reaction? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 292) Tell me abt MLC, what it includes. When is it coming into force? Ashish Kapoor | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 293) what is the difference between approved and non approved ECDIS? Sundar velpandian | COMMENT | 2 FOLLOW 36 FOLLOW X 0 As far as definition goes an ECDIS is a APPROVED system capable of displaying VECTOR CHARTS APPROVED/ISSUED By a recognised hydrographic office. However in layman terms a non approved ECDIS is one which does not conform to the requirements of IMO (most of the seafarers call any electronic chart display system as ECDIS however most of them are referring to Raster chart display system or Vector chart display systems issued by non recognised parties like Transas or C-Map) Akhil Bartaria | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 294) Diference between Note of protest and Letter of protest ? Rishi Kashyap | COMMENT | 2 FOLLOW 63 FOLLOW X 0 What is a letter of protest? A written communication recording dissatisfaction on the part of one party concerning any operational matter over which the recipient or other party has control, and holding the other party responsible for the consequences of the matter being complained of. Most commonly a protest is in connection with cargo, although one may be written about almost any matter. It may help to substantiate a claim by owners (or refute a claim by charterers, harbour authority, etc. ), and may prove useful, if properly filed, when a dispute is being resolved long after the related event. A letter of protest should not to be confused with a note of protest (or sea protest) noted or lodged with a consul or notary public. Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 295) What documents required to be carried as per IMSBC code? Aju James | COMMENT | 2 FOLLOW 22 FOLLOW X 0 Shippers declaration on TML, DOC for dangerous goods. Aju James | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 296) Master's responsibilities at sea Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 297) EPIRB Activated action . Mohammed abdullah | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 298) What is salvage SABINESH VAYATH | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 299) As per which section of STCW 95 our certificate is issued? Rishi Kashyap | COMMENT | 3 FOLLOW 1 FOLLOW X 0 AS PER SECTION "A" II/I & II/2 Dharmendra kumar | 4 years ago | EDIT | REPLY 63 FOLLOW X 0 Annex to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers 1978 Chapter II Master and deck department Regulation II/2  Mandatory minimum requirements for certification of masters and chief mates on ships of 500 gross tonnage or more Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 300) how will you come to know what all surveys are due wen u join a vessel as a master.Source : https://www.jahajee.com/orals/ASM_Master/?p=30&arr=most

Q. 301) What is propeller bias? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 302) interim certificate of class, wen issued? Sunny bhatia | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 303) probabilistic method of subdivision Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 304) IMO Publications carried onboard? Is ISM Code Publication Compulsory ? Rishi Kashyap | COMMENT | 2 FOLLOW 63 FOLLOW X 0 SOLAS - International Convention for the Safety of Life at Sea - Chapter V - Safety of navigation - Regulation 21 Regulation 21 - International Code of Signals and IAMSAR Manual 1. All ships which, in accordance with the present

Convention, are required to carry a radio installation shall carry the International Code of Signals as may be amended by the Organization. The Code shall also be carried by any other ship which, in the opinion of the Administration, has a need to use it. 2. All ships shall carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual.   Regulation 27 - Nautical charts and nautical publications . Nautical charts and nautical publications, such as sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage, shall be adequate and up to date. Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 305) what is hoa how it function? AJAY singh | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 306) Elements of ISM code Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 307) does marine casulaty includes a death of seaman onboard .... Naveen bijarania | COMMENT | 1 FOLLOW 138 FOLLOW X 0 YES Naveen bijarania | 4 years ago | EDIT | REPLY 1 Surveyor asked Q. 308) ammenemdnts to stcw Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 309) Define shipping casuality. what are the enquiries. (pi fi coi ) Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 Shipping casualty is a term under ms act to describe an undesired event that leads to any loss of life or loss/damage to an Indian ship anywhere or any other ship in or near the coast of india.  For the purpose of investigations and inquiries, a shipping casualty shall be deemed to occur when-- (a) on or near the coasts of India, any ship is lost, abandoned, stranded or materially damaged; (b) on or near the coasts of India, any ship causes loss or material damage to any other ship; (c) any loss of life ensues by reason of any casualty happening to or on board any ship on or near the coasts of India; (d) in any place, any such loss, abandonment, stranding, material damage or casualty as above mentioned occurs to or on board any Indian ship, and any competent witness thereof is found in India; (e) any Indian ship is lost or is supposed to have been lost, and any evidence is obtainable in India as to the circumstances under which she proceeded to sea or was last heard of. Enquires PI- Preliminary Inquiry Upon receiving notice of any shipping casuality the central govt can appoint any authorized person to conduct a preliminary enquiry. Such inquiry made need to be reported in writing by the officer to the Central govt. FI – Formal investigation CI- Court of Inquiry. ** Judicial magistrate or metropolitan magistrate can conduct formal investigation or inquiry ** Min Two and max Four assessors can be appointed for the investigation , out of which at least one should be conversant with maritime affairs and other should be conversant with mercantile affairs ** If cancelling certificate, minimum two assessors should have experience in merchant service. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 310) Stability requirement of vessel loaded with grain Source : https://www.jahajee.com/orals/ASM_Master/?p=31&arr=most

Q. 311) why MLC came into existence Solomon raj | COMMENT | 2 FOLLOW 63 FOLLOW X 0 The MLC consolidates and updates more than 68 international labour standards related to the Maritime sector adopted over the last 80 years. The Convention sets out seafarers' rights to decent conditions of work on a wide range of subjects, and aims to be globally applicable, easily understandable, readily updatable and uniformly enforced. It has been designed to become a global instrument known as the "fourth pillar" of the international regulatory regime for quality shipping, complementing the key Conventions of the International Maritime Organization (IMO). Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 312) drift angle Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 313) Loading container on gen cargo ship, wt wil u refer ? Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 Code of safe practice for cargo stowage and securing Annex 1 - Safe stowage & securing of containers on deck of ships which are not specifically designed & fitted for the purpose of carrying containers. Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 314) How will u carry out LSA/FFA maintenance onboard vessel? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 315) Bulk carrier cargo calculations. Anupam khamgaonkar | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 316) SOLAS Ch 12 Amendments ? Rishi Kashyap | COMMENT |

1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 317) What documents required to be carried as per IMSBC code? Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 in force from Jan 2011 Form for cargo information for solid bulk cargo’s  ( Shippers declaration ) 1.Signed Certificate of moisture content  ( should be an average of cargo carried in all spaces or indudivial / within one week validity) 2. Signed certificate of transportable moisture limit ( within 6 months validity) 2.Weathering certificate 3.Exemption certificate 4.Certficate of test 5.Document of compliance carrying dangerous good in bulk 6.Detailed stowage plan and emergency response to incidents 7.Waste movement document- ( for transporting waste product in bulk) Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 318) How will u make an entry in OLB regarding death onboard? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 319) What are the various charter party clauses?Exp both to blame collosion clause , sue & labour clause Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 320) osc duties Source : https://www.jahajee.com/orals/ASM_Master/?p=32&arr=most

Q. 321) What statutory certificates are carried on Tankers? Rishi Kashyap | COMMENT | 3 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 322) What are the various mobile offshore drilling units Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 Surface unit:– ship type single or multiple hull construction intended for operation in floating condition Self elevating unit:- unit with movable legs capable of raising his hull above the water surface Column stabilized unit:- is a unit with a main deck connected to the under water hull by columns Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 323) What is the principle of foam applicator? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 324) Requirements of foam & CO2 with respect to fixed fire fighting system? Vivek Nair | COMMENT | 2 FOLLOW 1 FOLLOW X 0 2000 grt co2 Khayyum mak | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 325) rotterdam rule Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 326) Fire in No.2 Hold? Action? How will you come to know how many CO2 cylinders to use ? Rishi Kashyap | COMMENT | 3 FOLLOW 6 FOLLOW X 1 no. of bottles = (vol. of spacex.56kg/m3)/wt. of each bottles Deepak kumar | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 327) Various shallow water effects? Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 1.Sluggish movement 2.Vibration 3.Erratic steering, slow response. 4.Smelling the ground 5.Squat 6.Bow cushion and bank suction effect 7.Canal effect Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 328) What do u know about SMS?Define SMS.Is Lifeboat starting procedure part of your SMS? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 329) Who is a special casualty representative?Who appoints him? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 330) takin over as a master Source : https://www.jahajee.com/orals/ASM_Master/?p=33&arr=most

Q. 331) Difference between Assembly and Council ? Rishi Kashyap | COMMENT | 2 FOLLOW 23 FOLLOW X 0 Assemblyis the highest Governing Body of the Organization. It consists of all Member States and it meets once every two years in regular sessions, but may also meet in an extraordinary session if necessary. The Assembly is responsible for approving the work programme, voting the budget and determining the financial arrangements of the Organization. The Assembly also elects the Council.   The Council is elected by the Assembly for two-year terms beginning after each regular session of the Assembly. The Council is the Executive Organ of IMO and is responsible, under the Assembly, for supervising the work of the Organization. Between sessions of the Assembly the Council performs all the functions of the Assembly, except the function of making recommendations to Governments on maritime safety and pollution prevention which is reserved for the Assembly Prabhat gupta | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 332) Manouvering information on ship? Contents of maneuvering booklet? Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 Pilot card 1Ships details

2Draft / displacement / dead weight / anchor chains 3Ships dimensions 4Engine rpm and speed ( loaded & ballast ) 5Steering particulars 6Bridge equipments status Wheel house poster Manoeuvring booklet 1.General description 2.Maneuvering characteristics in deep water 3.Stopping and speed control characteristics in deep water 4.Manouvering characteristic in shallow water 5.Maneuvering characteristic in wind 6.Maneuvering characteristic at low speed 7.Additional information Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 333) What is Multi modal transport & contents of MTD? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 334) What is the differnce between piracy & armed robbery? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 335) shipper insisitinmg you to issue clean bill of lading what action will u take Jibin joseph | COMMENT | 2 FOLLOW 378 FOLLOW X 0 As a master you will insist on entering details given in mate's receipt.If shipper is adamant on a clean bill of lading you have to inform company and wait for further instructions.Any order from the company should be taken in writing so that there is proof so that as a Master you don't land up in trouble incase of any mishap later.You can also contact P&I club and request for their assistance, P&I inspectors will work on behalf of the ship & give advice regarding the same. Vivek Nair | 4 years ago | EDIT | REPLY 1 Surveyor asked Q. 336) How to head during a helicopter operation? Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 A) When using a Landing area Wind less than 25kts Landing Area aft- wind to be on 45 deg from stbd to port bow Landing area fwd – wind to be on 45 stbd bow to astern Wind more than 25kts Landing Area aft- wind to be from Ahead to port beam Landing area fwd – Wind to be from Stbd beam to 45 deg stbd quarter When using winchning: Winching area aft and midship – wind to be on 30 deg port bow Winching area fwd – 30 deg on stbd quarter Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 337) Are claims related to pollution covered under Salvage claims? Rohit lal | COMMENT | 2 FOLLOW 63 FOLLOW X 0 Under Article 8.1 (b) of the 1989 Salvage Convention a Salvor is required, whilst carrying out salvage operations, to exercise due care to prevent or minimize damage to the environment. Article 14 of the Convention provides for the Salvor to be paid Special Compensation under specific circumstances where he has rendered services to a vessel which by itself or its cargo threatened damaged to the environment, and the salved property fund is insufficient to provide the salvor with a normal salvage reward. This special compensation, if applicable, is assessed on the basis of a fair rate for personnel and equipment utilised in the services, plus the reasonable out of pocket expenses incurred in the services, plus a bonus of up to 30% of the total expenses, or if fair and just to do so, up to 100% of such expenses. Subsequently the Article 14 Special Compensation provisions proved time consuming and expensive to assess, and the commercial parties to Lloyds Form produced an alternative method of assessing Special Compensation, namely the Special Compensation P&I Club Clause, or SCOPIC. SCOPIC is a tariff based system of assessing Special Compensation, with a fixed bonus of 25% of the salvors expenses under the SCOPIC Clause. Arjun verma | 3 years ago | EDIT | REPLY 1 Surveyor asked Q. 338) Action as per MS act incase of collision? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 339) what is the diff between contingency and emergency which will come first Jibin joseph | COMMENT | 2 FOLLOW 36 FOLLOW X 0 Contingency is a situation which although not part of normal optimal operations, have been foreseen and there might be plans in place to tackle it. Emergency is an unforeseen Contingency. So technically speaking all the plans that are available on board SMS are contingency plans. However if anything untoward happens which has not been planned for then that will be an emergency. Akhil Bartaria | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 340) Interaction ? Source : https://www.jahajee.com/orals/ASM_Master/?p=34&arr=most