Oral Question by Capt Deepak Kapoor

30.01.19
Yokesh
Surveyor:DK
First attempt

Continuous questions plenty situations, I related most of d question with ms act

and solas since I used solas he asked me question no 34 which I didn't c
properly and gave him ship specific which I rembered bt not happy and it's
important question,where das pitched in for d same question.

30.01.2019
Jusa Mariyan
Surveyor: Deepak Kapoor
Attempt: 1st
Result: Pass

1. What is a bulk carrier?

SOLAS Chap 12 Reg 1
1 Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk,
including such types as ore carriers and combination carriers*.
2. Special survey and ESP.
Special / Renewal Survey: SOLAS Chap 1 Reg 7 b(ii)
The renewal survey shall include an inspection of the structure, boilers and other
pressure vessels, machinery and equipment, including the outside of the ship's
bottom.

The survey shall be such as to ensure that the ship, as regards the structure,
boilers and other pressure vessels and their appurtenances, main and auxiliary
machinery, electrical installation, radio installations including those used in life-
saving appliances, fire protection, fire safety systems and appliances, life-saving
appliances and arrangements, shipborne navigational equipment, nautical
publications, means of embarkation for pilots and other equipment is in
satisfactory condition and is fit for the service for which it is intended, and that it
complies with the requirements of the present regulations and of the laws,
decrees, orders and regulations promulgated as a result thereof by the
Administration.

The lights, shapes, means of making sound signals and distress signals carried by
the ship shall also be subject to the above-mentioned survey for the purpose of
ensuring that they comply with the requirements of the present regulations and of
the International Regulations for Preventing Collisions at Sea in force.

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Oral Question by Capt Deepak Kapoor
ESP: Enhanced Survey Programme

The 1980’s may well be described as the decade of bulk carrier losses, which
along with high profile tanker losses like the Amoco Cadiz, Castillio de Belver,
Khark 5 and Exxon Valdez set the IMO on track to pass IMO Resolution 744
(18) in 1994, “Enhanced Programme of Inspections during Surveys of Bulk
Carriers and Oil Tankers” (ESP) referred to in MARPOL Regulation 13G.
Annexes A and B to the Resolution effectively cover the requirements for Bulk
carriers and Tankers. A vessel which is under an active ESP is allotted a special
notation by Class.

ESP is a guideline for owners and managers to prepare a ship for special survey
and to maintain operational safety. As the name suggests it imposed stringent
norms regarding the survey process to be followed during the special survey
cycle. The programme is started 6 months prior to the special survey, when a
questionnaire is submitted to Class. The ESP effectively covers the complete hull
structure. This plan includes means of providing access for close up surveys,
tank testing and thickness measurement. This means that details of proposed
location and extent for inspections, tests and gauging have to be provided.
All periodical survey records are maintained in an ESP records file including any
damage to the vessel. The owner/ manager are held responsible for the prompt
reporting to Class on any damage, breakdown or grounding which might
invalidate the conditions under which the vessel is classed.
Main structural plans, location of High Tensile Steel and tank plans should form a
part of the records.
3. Ship station License and and Safety Radio certificate.
Ship Station License
Every radio station on board a ship must be licensed by the vessel's flag
authority. Operating such equipment without a licence is illegal.

With the licence the vessel obtains an official call sign and MMSI. If a vessel is
equipped with a telex or Inmarsat station, the selective number or Inmarsat
identification number is also provided.

In the majority of states a radio licence is for the lifetime of the certified party,
remaining valid for as long as the licence details remain correct or until such time
as the licence is either revoked by authorities or surrendered by the licensee.

A radio licence contains the following:

• Ship’s name
• Call sign and indentification number
• Owner's name
• Working frequencies
• Transmission power
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Oral Question by Capt Deepak Kapoor
• Type of transmission
• Correspondence category
• Other requirements
• Date of validation
• Options (if the vessel carries such equipment):
• Selective number (for telex)
• Inmarsat number (for Inmarsat stations)
• GMDSS requirements (only for SOLAS vessels or under national
requirements):
• GMDSS sea area
• Availability of equipment (maintenance strategy)
• Minimum required no. of radio personnel
• Record of equipment (inventory)
Ship Radio Certificate: SOLAS Chap -I Reg 9
(a) The radio installations, including those used in life-saving appliances, of cargo
ships to which chapters III and IV apply shall be subject to the surveys specified
below:
(i) an initial survey before the ship is put in service;
(ii) a renewal survey at intervals specified by the Administration but not
exceeding five years, except where regulation 14(b), (e), (f) and (g) is
applicable;
(iii) a periodical survey within three months before or after each anniversary date
of the Cargo Ship Safety Radio Certificate;
(iv) an additional survey as prescribed for passenger ships in regulation 7(b)(iii).
(b) The surveys referred to in paragraph (a) shall be carried out as follows:
(i) the initial survey shall include a complete inspection of the radio installations of
cargo ships, including those used in life-saving appliances, to ensure that they
comply with the requirements of the present regulations;
(ii) the renewal and periodical surveys shall include an inspection of the radio
installations of cargo ships, including those used in life-saving appliances, to
ensure that they comply with the requirements of the present regulations.
(c) The periodical surveys referred to in paragraph (a)(iii) shall be endorsed on
the Cargo Ship Safety Radio Certificate.

4. SAFCON and Loadline survey preparations?

Preparations for Cargo Ship Safety Construction Survey : IMO Res A27/1023
→ Inspect structural strength, peak and machinery bulkheads, and stern tubes.
→ Inspect watertight bulkheads, decks and inner bottoms, watertight decks,
trunks, tunnels, duct keels and ventilators.
→ Inspect main machinery means of maneuvering and going astern.
→ Inspect ventilations systems in machinery spaces, protection against noise.
→ Inspect boilers and other pressure vessels, boiler feed systems, steam pipe
systems, air pressure systems, cooling water systems.

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Oral Question by Capt Deepak Kapoor
→ Inspect electrical installations, main source of electrical power and main
switchboard, lighting systems.
→ Inspect emergency source of power and emergency switchboards, locations
and construction of cables and general precaution against shock , fire and other
hazards.
→ Check remote control of propulsion machinery from bridge and steering gear.
→ Check communication between engine room and bridge, engineer’s alarm.
→ Inspect ballast and bilge pumping and drainage arrangements.
→ Check anchors, anchor handling equipments and chain cables.
→ Check emergency towing arrangements.

Preparations for Loadline Survey.

1. Check Access Points: Access points at enclosed structures should be
checked. All movable parts (clamps, dogs etc.) should be well greased. Gaskets
and watertight packings should be checked for cracks and repaired accordingly.
Rubber packings are integral in maintaining the watertight integrity of an enclosed
structure.
2. Check Ventilators and Air pipes: Ventilators and air pipes (openings) should be
provided with closing mechanisms. Check the installation if already provided and
repair any damages. Often, heavy rusting eats up most of the flaps in which case
they should be replaced.
3. Keep Deck Clear: Portable beams must be checked for efficiency and
securing. Also, a habit must be inculcated of squaring up of used equipment. It
reflects very well on the ship to have a deck free from unnecessary tools lying
about.
4. Check Hatches: Hatches should be checked for being weather tight. Check
booby hatches too for the same. The butterfly screw should be checked for easy
movement.
5. Check Locking Bars: Locking bars, locking pins, hatch ventilators must be
checked, de rusted and operated for free movement. As we all know, liberal use
of WD 40 is always encouraged and helpful!
6. Keep Tarpaulins in Good Condition: Tarpaulins, if used to cover hatches, must
be in top condition and of an approved material and standard. In fact, the same
logic should apply to most equipment and/or materials used for the purpose of
operation and maintenance onboard.
7. Check for Watertightness: Check manholes, scuppers and other similar parts
enabling water flow for watertightness. The manholes must be screwed tight
using the T wrench as far as possible. Scuppers often get clogged over time and
restrict the outlet of water, in which case, they should be cleaned. Also, plugs of
the exact dimensions as the outlet should be used for closing.
8. Ensure Proper Working of Non-Return Valves: The non-return valves must
be checked for working efficiency with respect to overboard discharge. Most
authorities are rather stern when it comes to this.

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Oral Question by Capt Deepak Kapoor
9. Keep Machinery Spaces Clean: All machinery space opening on deck must be
thoroughly inspected. Keep the general appearance clean at these sections for
they generally have patches of oil and other dirt.
10. Check Ports For Watertight Integrity: All ports under the freeboard deck
must be strictly checked for their watertight integrity. Also, any and every freeing
port should be moving freely. Inspect that shutters, hinges, pins are not corroding
and are well lubricated and have free movement.
11. Repair Fractures: Fractures in guardrails and bulwarks must be repaired. In
fact, irrespective of an impending survey, these areas ought to be in mint
condition since they mean so much to personnel safety.
12. All Lines Should Be Ready For Inspection: The deck line, load line mark, load
line, draught marks, important signages etc. should be de rusted and painted for
inspection. The required job, when carried out, must be done under apt
supervision and with full safety gear in play, as this job is most likely to involve
being hung by the side of the ship. Keep necessary LSA on standby for any
probable necessity that may arise.
13. All Safety Equipment Must Be In Order: All safety measures must be
checked and then checked again! Nothing screams of efficiency more than a solid
safety culture in place. Check all safety equipments, rig safety lines in place and
overhaul any aspect of the safety setup as necessary.
14. Check Side Scuttles: Side scuttles below the freeboard deck and deadlights
must be checked for watertight integrity. The rubber packing around the
deadlights is of paramount importance and must be thoroughly inspected for
cracks and fissures.
15. All Records Must Be Ready For Inspection: The load line certificate and
relevant records should be kept ready for inspection on the final day. The stability
information should also be kept ready to show adherence to the rules of loading/
discharging and ballasting/deballasting. The Chief Mate should make sure that all
appropriate keys are available and working in the event that the Surveyor asks to
inspect any area. A reasonable manpower should be available at all times for a
variety of jobs that may ensue.
It is understood that, considering the size of a vessel, it is a daunting task to
ensure that the entire vessel is overhauled to the level of a newly made one.
When being specific about the load line survey, it is basically an effort to make
the hull watertight below the freeboard and weather tight above it.
However, all effort should be made to make the vessel achieve its maximum
possible level of working efficiency. It should be understood that a vessel that
runs smoothly, is eventually going to benefit the ship’s personnel as well as
reduce workload for the seafarers. After all, when the survey is over and the
vessel has sailed, a problem free environment will leave more time for the much
needed rest and recuperation.
5. Freeboard assignment and difference between B-60 and B-100?
International Loadline Convention 1969 Amended by Protocol 1988
Reg 27.3

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Oral Question by Capt Deepak Kapoor

ANY SHIP WHICH IS NOT A TYPE ‘A’ SHIP

1. HAS A GREATER FREEBOARD THAN TYPE ‘A’ SHIP
2. LESSER DEGREE OF SUB-DIVISION
3. VULNERABLE IN HEAVY WEATHER TO FLOODING
4. LARGE DECK OPENINGS
From Tabular to Basic
1. B-60 / B-100 correction
2. Wooden Hatch correction
3. Flush Deck correction ( ≤ 100m in length )
4. Block Coefficient correction ( Cb > 68% )
TYPE ‘B-60’ SHIP
1. ANY TYPE ‘B’ SHIP OVER 100 m LONG
2. STEEL WEATHERTIGHT HATCH COVERS
3. REMAIN AFLOAT IN THE CONDITION OF EQUILIBRIUM AFTER FLOODING
OF SINGLE COMPARTMENT
4. FREEBOARD REDUCED BY 60% OF TABULAR ‘A’ ~ ‘B’
TYPE ‘B-100’ SHIP
1. ANY TYPE ‘B-60’ SHIP OVER 100 m LONG
2. STEEL HATCH COVERS WATERTIGHT
3. ACCESS TO E.R. FROM DECK PROTECTED BY HOUSE
4. OPEN RAILS NOT BULWARKS FOR 50%L
5. CREW ACCESS BETWEEN POOP & DETACHED BRIDGE BY GANGWAY OR
UNDER DECK PASSAGE
6. REMAIN AFLOAT AFTER FLOODING OF ANY TWO FORE & AFT
ADJACENT COMPARTMENTS ( = 95% ) AT SUMMER DRAFT
7. FREEBOARD REDUCED BY 100% OF TABULAR ‘A’ ~ ‘B’
6. MOB actions.
Actions to be Taken during Man Overboard Situation as a Master
1. Identify ‘Man Overboard on Starboard/Port side’
2. Change over to hand steering from auto and put the wheel hard over to the
respective side (port or starboard)
3. Release MOB marker from the side of the bridge wing to which MOB has
occurred. This marker is buoyant and has a self igniting light as well as a
self activating smoke signal
4. Ask OOW to Mark the MOB on the GPS / ECIDS to mark the position of
the casualty for future reference
5. Sound ‘O’ on the whistle (Three prolonged blast). This is to let the Master
and the crew know about the emergency situation. Supplement this with
the appropriate ‘O’ flag
6. Post extra lookout as soon as possible

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Oral Question by Capt Deepak Kapoor
7. Sound the General Alarm on the ship’s whistle to alert everybody to proceed
to stations. This is to ensure that if the crew has not understood the three
prolonged blast for MOB, they are alerted regardless and proceed to muster
stations to assist in the recovery of the person
8. Thereafter, announce the MOB situation on the ship’s PA system
9. Inform the engine room of the situation and let them know that
manoeuvring will be required
10. Execute the Williamson's turn (explained later)
11. Keep a keen eye on the RADAR/ARPA for Nearby Traffic and put the VHF
on Channel 16
12. Maintain a record of all the events in the Bell book
13. Assign Chief Mate to Prepare Rescue Team on deck with regard to lowering
survival craft etc
14. The officer in charge at the moment must send out an “Urgency signal” on
all the communications systems to let ships in the vicinity know about the
situation
15. Keep the lifebuoy (MOB marker) in sight
16. The rescue boat should be manned adequately with enough personnel to
carry out the rescue operation
17. A portable handheld VHF must be carried by the officer in the rescue boat
18. Once the person is rescued, the rescue boat must be picked up upon arrival
close to the ship along with the lifebuoy and hoisted back
19. Immediate first aid should be administered if required
20. An ‘Urgency Signal’ must be sent out to cancel the last transmitted MOB
alert
21. Appropriate entries must be made in the Ship’s Logbook
22. The Master must carry out an enquiry with respect to the MOB incident and
all entries made in the Ship’s Logbook
The engines are not stopped immediately to keep the person away from the
propeller. The same is the case for wheel hard over to the side of the casualty as
it is done to keep the stern away from the casualty. Screaming about the MOB
at the instant that the mishap is realised is of paramount importance to use all
manpower available for immediate use. The lifebuoy also adds to the life saving
process as the smoke signal leaves a conspicuous mark by the day or night. It is
also important to pick up the lifebuoy to not confuse any other ships passing by
about the status of the MOB. They must not assume that there is a MOB in the
vicinity and proceed towards helping the person when he has already been
rescued. Entries in the Ship’s Logbook hold great legal importance and should be
made carefully. Always try to succeed in the first attempt as even a little delay
can cause a human life.
The Williamson Turn
1. Note the position of the ship
2. Put wheel hard over to the side of the casualty

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Oral Question by Capt Deepak Kapoor
3. After the ship has aletered course by about 60 degrees, put wheel hard
over to the other side
4. When the vessel is 20 degrees short of the reciprocal course, wheel on
midship
The Scharnov Turn
1. Put the rudder over hard toward the person
2. After deviating from the original course by about 240 degrees, shift the
rudder hard to the opposite side.
3. When heading about 20 degrees short of the reciprocal course, put the
rudder amidships so that vessel turns onto the reciprocal course.
The Anderson Turn
1. Stop the engines.
2. Put the rudder over toward the person
3. When clear of the person, go all ahead full, still using full rudder.
4. After deviating from the original course by about 240 degrees (about 2/3
of a complete circle), back the engines 2/3 or full.
5. Stop the engines when the target point is 15 degrees off the bow. Ease the
rudder and back the engines as required.
7. Statutory duties of Master.
The captain ensures that the ship complies with local and international laws and
complies also with company and flag state policies.[1]

The captain is ultimately responsible, under the law, for aspects of operation such
as the safe navigation of the ship,[3] its cleanliness and seaworthiness,[4] safe
handling of all cargo,[5] management of all personnel,[6] inventory of ship's cash
and stores,[7] and maintaining the ship's certificates and documentation.
• Chief among master's numerous responsibilities are:
• preservation of safety of crew, any passengers and the ship;
• safeguarding of the marine environment;
• to act as if the ship cargo were his own uninsured property;
• the prosecution of the voyage with the minimum of delay and
expense;
• to always act in the best interest of the ship owner;
• to carry out all that is usual and necessary for the employment of the
vessel;
• to obey the owner's instructions (except when they would mean
breaching the law); and
• to exercise care of the goods entrusted to him and see that
everything is done to 

preserve them from harm during the voyage (e.g. ensuring proper
ventilation, bilges are pumped, temperatures monitored and
controlled, etc.). 


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Oral Question by Capt Deepak Kapoor
8. Navigational duties of Master.
• Examine the passage plan, if already made, for the next leg of the voyage,
and consult appropriate officer;
• Check that all required charts and nautical publications are on board;
• check that all crew are on board as per the Safe Manning Document;
• satisfy himself that he has personally exercised due diligence in ensuring that
the vessel is seaworthy at the start of the voyage;
9. Relating 16 elements of ISM-3,5.
INDEX

PART A - IMPLEMENTATION

1 GENERAL.

1.1 Definitions

1.2 Objectives.

1.3 Application

1.4 Functional requirements for a safety management system .

2 SAFETY AND ENVIRONMENTAL-PROTECTION POLICY

3 COMPANY RESPONSIBILITIES AND AUTHORITY

4 DESIGNATED PERSON(S)

5 MASTER'S RESPONSIBILITY AND AUTHORITY

6 RESOURCES AND PERSONNEL

7 DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS

8 EMERGENCY PREPAREDNESS

9 REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND
HAZARDOUS OCCURRENCES 10 MAINTENANCE OF THE SHIP AND
EQUIPMENT

11 DOCUMENTATION

12 COMPANY VERIFICATION, REVIEW AND EVALUATION

PART B - CERTIFICATION AND VERIFICATION
13 CERTIFICATION AND PERIODICAL VERIFICATION

14 INTERIM CERTIFICATION

15 VERIFICATION

16 FORMS OF CERTIFICATES
10. Bunker Convention and Max available claim.
The convention Mainly deal with Compensation for the Pollution incident resulting
from- “Bunker oil" means any hydrocarbon mineral oil, including lubricating oil,
used or intended to be used for the operation or propulsion of the ship, and any
residues of such oil.

Applies for Pollution Damage cause within

(i) Territorial Waters 12Nm from Baseline
(ii) Within National EEZ or 200 Nm from Baseline, used for calculating Territorial water.

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Oral Question by Capt Deepak Kapoor
Limits of liability for Claims are as per LLMC 1976, as Amended (2015)which is as
follows,
(a) in respect of claims for loss of life or personal injury,
(i) 3.02 million Units of Account for a ship with a tonnage not exceeding 2,000
tons,
(ii) for a ship with a tonnage in excess thereof, the following amount in addition
to that mentioned in (i):

for each ton from 2,001 to 30,000 tons, 1,208 Units of Account;

for each ton from 30,001 to 70,000 tons, 906 Units of Account; and
for each ton in excess of 70,000 tons, 604 Units of Account,
(b) in respect of any other claims,
(i) 1.51 million Units of Account for a ship with a tonnage not exceeding 2,000
tons,
(ii) for a ship with a tonnage in excess thereof, the following amount in addition
to that mentioned in (i):

for each ton from 2,001 to 30,000 tons, 604 Units of Account;

for each ton from 30,001 to 70,000 tons, 453 Units of Account; and
for each ton in excess of 70,000 tons, 302 Units of Account.
11. B/l and different types. Caesar clause
The functions of a B/L are as:
1. A receipt for the goods which have been received for shipment or shipped.
2. Evidence for the contract of carriage of goods (this contract is governed by
the Hague-Visby Rules as amended).
3. A document of title (the owner of the Bill of Lading is entitled to possession of
the goods).
TYPES OF BILL OF LADING
The Shipped B/L: This is the name given to the B/L that is issued when goods
are placed on board the vessel. This is issued especially for bulk cargoes and
confirms that the cargo is actually on board the ship. Any previously "Received
for Shipment Bill of Lading" must be surrendered before issuing this.

The Received for Shipment B/L : A received for shipment B/L is issued when the
goods have been received for shipment by the carrier or his agent. The goods
have still not been placed on board the vessel. In liner trades the cargo is actually
received into the custody of the shipowner or his agent but is not actually on
board the vessel at that time this bill of lading is issued. It is also called a custody
bill of lading. If this is issued the shipper may demand from the carrier an
endorsement on the bill of lading when the goods have been loaded on board
stating "since shipped." This is also common in container trades where containers
are taken in the carriers custody at inland container depots.

The Through Transport/Combined Transport/Intermodal or Multimodal Transport

Bills of Lading: These B/Ls are issued when the goods have to be placed on
board several carriers to reach their final destination. A transport carrier could be
a merchant vessel or one that carries goods using road and rail networks.
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Oral Question by Capt Deepak Kapoor
A through bill of lading is issued when carriers used to transport the goods are
merchant vessels. In this B/L the origin and destination of the goods is from the
port of loading to the port of discharge. These are issued where the cargo will
only be carried for part of the voyage by the carrier signing the bill of lading. The
remainder of the voyage may be overland or another vessel. With a through bill
of lading the carrier signing it is only responsible for his part of the carriage and
acts an agent for the shipper for the other parts of the voyage.
A combined transport B/L, intermodal and multimodal transport B/Ls are used
for multimodal transport in the carriage of goods from origin to destination.
Carriage is from the place of receipt (a named place, e.g. a warehouse) to the
place of delivery (a named place e.g. the Buyer’s premises).
The responsibility for loss of or damage to goods during transit for these B/Ls
rests either with the first carrier or a combined transport operator (a freight
forwarder)
This applies for cargo carried by more means other than the ship itself for e.g.
over land, by air etc. This is common in the container trade for example where
the carrier takes the delivery of a container at the shipper premises takes it by
truck to a railway yard, by rail to the port, ships it on board a vessel, tranship it to
another bigger vessel and then finally may send it by air to the in land container
depot. With this bill of lading the carrier takes responsibility from start to finish
which includes limitations of liability for the different sections of the voyage as per
the appropriate international conventions.

A Foul Bill of Lading:- This is the bill of lading which is in some way claused or
dirty. This means that the cargo loaded is not perfect and the shipowner protects
himself against a claim at the discharge port.

Order Bill of Lading:- This is common as it is used in documentary credit

transactions. It can be compared as a cheque drawn to "cash". Once it is
endorsed by the shipper it becomes in effect a "bearer cheque." It is not as
dangerous as it sounds since the system works quite well. Most order bill of
lading have a space where the name of a "notify party" may be inserted.

Liner Bill of Lading:- This contains more details then a charter party bill of lading
because the reverse of a liner bill of lading contains the full text of the contract of
carriage.
The Clean and Claused Bills of Lading: A ‘clean’ bill of lading is issued to the
shipper when goods for shipment have been received in good condition by the
carrier or his agent.
A ‘claused’ bill of lading is issued when goods received for shipment are not in
good condition, e.g. they have been damaged. A remark describing damage to
the goods is then indicated on the bill and endorsed by the carrier’s representative
when issuing the B/L to the shipper (an example of a remark could be ‘goods,
wet when received’).
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Oral Question by Capt Deepak Kapoor
Even though the actual condition of the cargo May be suspect, many letter of
credit transactions require "clean" bills of lading i.e. bills stating that goods
described therein are in "apparent good order and condition"; with no words
indicating deficiency in the goods. However a carrier cannot agree to issue clean
bills of lading when the goods are not in good condition, even where "letters of
indemnity" are offered by the concerned parties. Bills of lading must accurately
depict the actual conditions of the goods and if they don't then it is considered a
fraud.
As the master is answerable to the consignee incase the cargo is received in
damaged condition, he as well as the ports agents should ensure that bill of lading
contain only accurate statements as tot he cargo condition despite pressures and
illegal gratification from the shippers and from some port authorities.
Remarks contained should not be frivolous or minor nature covering some small
defects which are usually acceptable in the trades. This has an adverse effect on
documentary credit transactions. A shipper presented -with- "unclean" bill of
lading can inform the consignee or buyer of the difficulty, supplemented with a
copy of a relevant survey report in order to renegotiate the purchase price. The
consignee if satisfied should then issue instructions to his bankers to accept the
"qualified" bills. Sometimes, but very rarely, clean bills may be issued against the
letter of indemnity and may be justified where the buyer is already aware of the
actual condition of the cargo and where the cargo will not be resold before
delivery at the discharge port(s). However the master must keep all relevant
written instruction from the owners, consignee and shipper etc. as evidence for
use in future.
BILLS OF LADING AT DISCHARGING PORT: Cargo should only be delivered to a
consignee who produces an original bill of lading covering the cargo claimed. The
agent examines the bill of lading thus presented and if satisfied he issues a
delivery order in exchange for the bill of lading. The consignee presents this bill of
lading to the dock authorities and claims release of the cargo. In the meanwhile
the bill of lading should be stamped, signed and dated by the agent on the
masters behalf The agent is then said to have "sighted" the bill of lading.
Sometimes a difficulty may arise in the discharging port if the bill of lading are
unavailable. This can be overcome if the consignee issues a "letter of indemnity"
fully guaranteed by a recognised bank. This matter is held by the port .agent on
the owners behalf and is finally exchanged for the original bill of lading which is
then attended in the normal way. Banks levy a. charge for counter signing such
letters of indemnity.
The Letter of Indemnity (LOI)

From the Seller’s (shipper’s) point of view it is important that a clean B/L is
issued. At times this has put pressure on the carrier to issue a clean bill even
though remarks should be entered on it as the cargo was not loaded in good
condition. In exchange for a clean B/L, the Seller/shipper then issues a ‘letter of
indemnity’ in favour of the carrier, whereby the Seller assumes liability for all
consequences to the carrier in relation to the damage for issuing a clean B/L.
Page 12 of 62
 Oral Question by Capt Deepak Kapoor
Such a back-letter may have a limited value and it should be emphasised that the
Protection and Indemnity (P& I) insurance does not give the owner any
protection for cargo damage when the correct nature of the cargo placed on
board is not indicated.

A letter of indemnity to the carrier is also issued by a consignee who does not
receive his B/L in time to receive cargo. This practice is common and is allowed.
CESSER & LIEN CLAUSE
In case the charterers are only agents or brokers for loading the cargo which
belonging to a third party, they would not like their liability to extend once the
cargo is loaded.


This is expressed in a Cesser clause which states that the charterers liability will
cease on shipment of cargo and payment of freight, deadfreight and demurrage

i.e. expenses incurred at the loading port.

But the shipowner on the other hand would try to protect themselves in case
there is a breach of contract or damage done to their vessel after charterers
liability have ceased and will want to take legal action against someone else,
usually the receiver. Therefore if there is a Cesser clause, a lien clause is also
included in the charter party which gives right to the owners to retain goods in
their possession until outstanding debts are paid at the discharge port. Both
clauses are therefore combines. The shipowner first sues the receivers but the
charterers will still be liable for expenses which are not recoverable from the
consignees.
12. Value of Mates Receipt for a B/L.
It is a receipt issued and signed by the ship's chief officer for goods received
onboard and is used for all types of cargoes except liner trades. MR is neither a
document of title to the goods shipped nor does any title pass by its
endorsement or transfer. It is vital that the information contained in the MR is
correct. A Mate’s Receipt should be prepared from a ship’s tally / measurement
and show the actual quantity and condition of the goods as received, and it
should not be copied directly from the shipping note presented by the shipper.
13. Part 13 of MS act, section 390-404.

14. What are the basis which distinguishes maritime security and safety?
“Maritime Security” has to be distinguished from “Maritime Safety”. “Maritime
Security” is “the combination of preventive and responsive measures to protect
the maritime domain against threats and intentional unlawful acts1”. Key words
are: preventive and responsive measures, aiming at both law enforcement as a
civilian and military requirement and defense operations as a military, in this case
naval requirement. “Maritime Safety” is “the combination of preventive and
responsive measures intended to protect the maritime domain against, and limit
the effect of, accidental or natural danger, harm, and damage to environment,
risks or loss.”
Page 13 of 62
Oral Question by Capt Deepak Kapoor
The crucial distinction is between man-made and unintentional risks and dangers.
“Safety” refers to dangers for ships, its crew and passengers, cargo and
navigation. It is referring to the protection of the maritime environment through
regulations and techniques, whereas security is focused on operational
requirements.

Safety is a civilian responsibility. And its achievements are based on common

efforts between governmental and non- governmental actors.

The “International Maritime Organization”, IMO, is the guardian of all regulations

necessary to establish and keep appropriate standards. One example is the “Best
Management Practice”5, BMP 5, published to advise all ship owners and masters
to be able to protect themselves against piracy attacks and armed robbery.

Maritime Security is a responsibility, which has no clear definitions when it comes

to Maritime Security Operations: it is a governmental responsibility, but the
authority to act on behalf of a state is a sovereign deci- sion with different
options.

This has a strong influence on Maritime Collaboration. It has no universal legal or

agreed definition due to the fact that it is a broad topic, covering many policy
sectors. Elements, which are part of maritime security, are:
• International and national peace and security
• Sovereignty, territorial integrity and political independence

15. Marpol annex-5 and its importance being Master. New amendments.
The amendments to MARPOL Annex V adopted at MEPC 70 will enter into force
on 1 March 2018. The changes include criteria for determining whether cargo
residues are harmful to the marine environment, and a new Garbage Record
Book format with a new garbage category for e-waste.
Declaration of cargo residues
Cargo residues which are not harmful to the marine environment have less strict
discharge requirements than cargo residues which are harmful. Solid bulk cargo
as per regulation VI/1-1.2 of SOLAS, other than grain, shall now be classified
per the criteria in the new appendix I of MARPOL Annex V, and the shipper shall
then declare as to whether or not the cargo is harmful to the environment
(HME).

Garbage Record Book

A new form of the Garbage Record Book (GRB) has been included in appendix II
to MARPOL Annex V.

The GRB will be divided into two parts:

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Oral Question by Capt Deepak Kapoor
• Part I for all garbage other than cargo residues, applicable to all ships
• Part II for cargo residues only applicable to ships carrying solid bulk cargo
The GRB garbage categories have also been amended to include e-waste1), and
the category for cargo residues has been split into HME (harmful to the marine
environment) and non-HME. The new garbage category distribution will be as
follows:
A. Plastics
B. Food waste
C. Domestic wastes
D. Cooking oil
E. Incinerator ashes
F. Operational waste
G. Animal carcasses
H. Fishing gear
I. E-waste
J. Cargo residues (non-HME)
K. Cargo residues (HME)

Finally, the current 2012 Guidelines for the implementation of MARPOL Annex V
has been revoked by the new 2017 Guidelines, aligning it with the MARPOL
amendments and relevant requirements of the Polar Code.
1) E-waste means electrical and electronic equipment used for the normal
operation of the ship or in the accommodation spaces, including all
components, sub-assemblies and consumables which are part of the
equipment at the time of discarding, with the presence of material potentially
hazardous to human health and/or the environment. 

2) Applicable to ships ≥12 m and fixed and floating platforms. 

3) Applicable to ships ≥100 GT or certified to carry 15 or more persons, and
fixed and floating platforms. 

4) Applicable to ships ≥400 GT or certified to carry 15 or more persons, and
fixed and floating platforms.

Recommendations
To ensure compliance prior to 1 March 2018, a Garbage Record Book with the
new format should be provided on board. Furthermore, placards and Garbage
Management Plans should be revised as necessary to satisfy the amendments to
MARPOL Annex V.
16. Damage Stability criteria for Bulk carrier.
With regard to the damage stability requirements of bulk carriers, SOLAS
regulation XII/4 is applicable. Bulk carriers of 150 m in length and upwards of
single-side skin construction, designed to carry solid bulk cargoes having a
density of 1,000 kg/m3 and above shall, when loaded to the summer load line,
be able to withstand flooding of any one cargo hold in all loading conditions and
remain afloat in a satisfactory condition of equilibrium. It means that the current
Page 15 of 62
Oral Question by Capt Deepak Kapoor
damage stability requirements for bulk carriers already reflect the worst possible
conditions of cargo loading. Therefore, it is difficult to find the need to introduce
the guidelines for verifying the damage stability prior to departure for bulk
carriers.
17. Responsibilities of Master under Voyage Charterer.
The Operator must make the following details known to the Master by email or
telex as soon as they are received after completion of charter party negotiations.
In some cases this information will take the form of a recap and/or charterers
voyage orders. In some cases the Operator will need to extract the relevant
information from the charter party:

• Charterer
• Laydays
• Ports
• Tendering of Notices
• Cargo
• Load/Discharge Rates
• Agents
• Bunker Arrangements
• Any other information which could affect the prosecution of the voyage
ii) On receipt of the charter party the Operator shall check the advance detail
against the charter party and take up any material differences with the client prior
to sending a copy of the charter party to the Master.

iii) In the instances where the charter party is not made available then the
Operator is to forward whatever relevant information is received from the clients/
charterers. If the Master is advised of any requirements of the charter directly by
the charterer or by their agent the
18. Remaining questions were related to IMSBC and VLOCs.

30.01.19
Sooraj C Pillai
Surveyor : Capt Deepak Kapoor
Internal : Capt Das
Attempt : 2nd
Result : Pass

Started with on which type vessel am sailing

What all I did not answer last time

1. Tell abt the loading operation as a chief officer , then will jump into Masters
reponsibities.

Page 16 of 62
Oral Question by Capt Deepak Kapoor
Ans : I started with basic thing for loading operations like - get the quantity and
type of cargo to be loaded from which port, then check the load line zones, depth
available n draft restriction , once all the initial criteria’s are met will move to
check the stowage plan by using loadicator or loading manual and prepare the
stowage plan with max loadable quantities for owner and Charteres interest and
quantities required as per Charterer. Will send it across the stowage plan and
wait for the response from charterer for the agreement of plan and cargo. Once
cargo get fixed will move on the necessary cleaning requirements for the cargo
incase of grade change . There are several guidelines initiated, one example is
guideline by shell petroleum and also will meet the companies requirement. Then
will plan cleaning operation in such a way , so that there shud not be any delays
on arriving port , will do RA , work n rest hours planning , general tank cleaning
plan will be made and initiated. Cargo plan meeting and berthing tool box meeting
will be carried out. on arriving port will have a discussion with the master
regarding the operation and navigation while on coasting , will remind him
regarding NOR and or any important documentation as required as per charter
party terms. Once at port will have cargo meeting and ship shore safety checklist
will be complied and will start the operation at slow rates for safety and will go up
to max , all the procedure for operation will be complied.

2. Then Capt D K told me, Ok Capt dead onboard while cargo operation is in
progress, Company asked you to take over as Master , we are sending another
mate - asked me how will u manage port operations and masters duty ?
Ans by me : Sir before this occur, if I have any clue that Capt is facing any
medical issue at that time, will give him all the possible medication to him using
the guidance from company medical doc or port medical facilities n will try to
save him, if I couldn’t save his life and if I have to takeover then - do all the
necessary requirements to land his body by consulting port authorities,
immigration. As per MS act part VII will inform his next of kin in a manner that
the other person shud not get sudden shock.If I have to keep the body onboard
only then will keep in fridge which is clean of other food products. Will refer to the
ship captains medical guide
At the same time since only my officers are doing the cargo operation , will
monitor them closely , will make sure nothing is going wrong in cargo operation.
Then will check for the departure port requirements and terminal requirements in
advance and prepare for it to avoid unnecessary delays or doubts at last
moment.once mate onboard will hand over necessary things first and follow him
up later. I myself takeover alone the masters job scope

3. ISPS cert :
Ans : ISSC , CSR ( don’t forget to say Continuous synopsis record)
SSP

4. Contents of CSR ? : answered almost all

Page 17 of 62
Oral Question by Capt Deepak Kapoor
5. Requiremt of LRIT : I jus told it s connected with SAT C , flag state or anyone
who authorised only can get this information . He was unhappy with this ,I told I
forgot sir ( this question asked by Capt Das when Capt DK went out)
7. Passage planning as per MASTER and how it dot with MLC and MARPOl?
Ans : I started with as per Charterers order will check the ports , load line zones,
HRA transits of any, MARPOL area of any, safe depth at port for the required
cargo operation, nav charts n publication, STCW for checking certificates of
officer and crew , MLC for rest hour.
Told him stages of passage planing, with respect to MARPOl started with Annex
1 requirements no ODME in special area, annex 2 incase chemical tank cleaning
discharge criteria is there , annex 5 no garbage area will be checked, annex 6
ECA for Sox, NOX tiers ,EEDI for CO2 emission. As per STCW will make sure
during departure officer , crew are well rested to do the first watch and for
subsequent watches.He helped me in between to tell answer this much.
8. U r crossing Atlantic, heavy wx, fwd Mast, gangways damaged, life raft lost,
wat is ur duty as Master ?

I started with precautions for heavy wx, then told will take for dispensation for
life raft, will broadcast securite warning for the life raft, Will make sure at next
port all the damages will be rectified , new life raft will be placed,

Then he asked me other duties of Master : I told him as per MS act section 354
duties to report to nearest vessel , coastal state when encountering TRS,
derelict, ICE etc.

9. MS act duties of Master as per MS act?

Ans : I told starting sect 37 registration of ship then to Sec 100 : crew
agreement etc, he didn’t listen fully.

10. How will u help crew for getting wages : I told him , will approach court as
necessary and per MS act , but forgot the section . He helped me by saying
section 145
11. MS act section saying about provision for the litigation of seamen. I forgot
the section
12. How will you assigne freeboard of Type A ship: I started with structural
length, all openings to be properly water tight, permeability , he went to the next
question.
13. FFA objectives ?
14. Duties if u find ship - shore difference on bill of lading , action ?
Ans : I will inform company if the difference is excess than the margin as per c/p
and will give LOP, I will not sign b/L unless I get written email and LOI from the
character once the charterer and shopper solve this issue. He asked me why u
need LOI for this ? I replied sir for the legality when I go to next port for

Page 18 of 62
Oral Question by Capt Deepak Kapoor
discharge, quantities will be different there also. He dint say anything when I told
this .

15. He gave me a situation: approaches to berth- I will have to berth a

Damaged ship, kept cardinal buoy, danger mark, safe water mark?
Ans : sir we need port authorities permission prior approaching , will give the
details of damage , pilot has to come will do master pilot exchange with him, then
I told as International regulation for the prevention of collision will follow rule 5 and
identify all targets, identified the cardinal mark as East card buoy, told him lights,
isolated danger mark n safe water marks, all identified with light , the told will
follow rule 6 then , explained rule, rule 7 and explained it, rule 8 and explained it,
rule 9 as it is port approaches ( he wanted to hear abt rule 9 for approaches) .
For Capt DK you must start by stating as per International regulation for
preventing collision at sea , like that

16. Then he asked who issues few certificates like ISSC, CLC.i don’t remember
exactly , anywz answer I told is flag state.

16. Who is a Bailee?why he called as a Bailee?

17. Contents of B/L?

18. Discuss about element 11 of ISM? ( by Capt Das when Capt DK went out)

19. Asked about ESP and special survey ?

Answered like this - after the fourth anniversary will start for the ESP and special
survey together , will keep survey planning file ready, the main survey as per ESP
is thickness measurement, overall and close up survey of Hull, tanks , structures
which are weak.

Then he asked me what is the difference between ESP and special survey?
Ans : I replied special survey s for machinery, Hull and ESP is for only Hull

. This s wat I could remember, there were few more questions

Regarding MS act try to say the section number with part , incase if u forget
section number then atleast part while explaining , still if u don’t knw the part
number also, then tell him, sorry sir iam not able to recollect the section number ,
but tell him the answer in your own words. I kept on saying the answers for a
couple of question until he cross question or shift to next question
PLS NOTE :

Page 19 of 62
Oral Question by Capt Deepak Kapoor
The answers which I hv written above is very less which I answered or whatever
I could remember, i hv written just to tell u , this is wat I could answer to the
surveyors.

Thank you
Sooraj C Pillai
30-01-2019
Attempt 1 - surjeet kumar
Internal - Capt Das
External - Capt Deepak Kapoor
Result - Pass
capt DK started with my personal questions and made me to comfort for orals..
he asked me, are you working for management or ownership company?? then
he followed with below questions .

Capt DK
1. what is the common legal duties of master in management and ownership
company? i have listed all MS act and he was listening for about 15 mins to
hear all the ms act sections?

2. taking over a ship in kandla port, how will you take over ?
3.how will you know that your sms is functioning in proper manner?
4. how will you prepare for safcon survey
Inspect structural strength, peak and machinery bulkheads, and stern tubes.
→ Inspect watertight bulkheads, decks and inner bottoms, watertight decks,
trunks, tunnels, duct keels and ventilators.
→ Inspect main machinery means of maneuvering and going astern.
→ Inspect ventilations systems in machinery spaces, protection against noise.
→ Inspect boilers and other pressure vessels, boiler feed systems, steam pipe
systems, air pressure systems, cooling water systems.
→ Inspect electrical installations, main source of electrical power and main
switchboard, lighting systems.
→ Inspect emergency source of power and emergency switchboards, locations
and construction of cables and general precaution against shock , fire and other
hazards.
→ Check remote control of propulsion machinery from bridge and steering gear.
→ Check communication between engine room and bridge, engineer’s alarm.
→ Inspect ballast and bilge pumping and drainage arrangements.
→ Check anchors, anchor handling equipments and chain cables.
→ Check emergency towing arrangements.

5. SEQ survey

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Oral Question by Capt Deepak Kapoor
(i) the initial survey shall include a complete inspection of the
fire safety systems and appliances, life-saving appliances
and arrangements except radio installations, the shipborne
navigational equipment, means of embarkation for pilots
and other equipment to which chapters II-1, II-2, III and V
apply to ensure that they comply with the requirements of
the present regulations, are in satisfactory condition and
are fit for the service for which the ship is intended. The
fire control plans, nautical publications, lights, shapes,
means of making sound signals and distress signals shall
also be subject to the above-mentioned survey for the
purpose of ensuring that they comply with the
requirements of the present regulations and, where
applicable, the International Regulations for Preventing
Collisions at Sea in force
Life saving appliances:
1. Lifeboat
• Stores and equipment.
• Particular attention to bottom boards and buoyancy
material.
• Thwarts free of cracks.
2. Overhaul and grease which davits and blocks. Falls to be
renewed or turned end to end. Repaint markings on the
lifeboat.
3. When boats are in water run the boats ahead and astern.
4. Inflatable liferafts to be serviced within the last 12 months.
5. Lifebuoys- si lights, grab lines, markings well painted
6. Lifejackets- lights, whistles and markings.
7. Pyrotechnics- expiry dates
FIRE FIGHTING APPLIANCES CHECKS IN SEQ SURVEY:
1. Fire control plans legible.
2. Check fire hoses, nozzles and applicators in good condition.
3. Test emergency fire pump.
4. Overhaul all extinguishers.
5. Test and overhaul fixed fire equipment system.

Page 21 of 62
Oral Question by Capt Deepak Kapoor
6. Check breathing apparatus and fireman's suit.
7. Check fire and smoke detection system.
8. Check navigational equipment.
9. Check pilot ladders and pilot hoists.
In general all checks to be carried out as per the record of
inspection form at the back of the SEQ certificate.
6. Freeboard assigned for ship and what is B-60 ships.
International Loadline Convention 1969 Amended by Protocol 1988
Reg 27.3

ANY SHIP WHICH IS NOT A TYPE ‘A’ SHIP

1. HAS A GREATER FREEBOARD THAN TYPE ‘A’ SHIP
2. LESSER DEGREE OF SUB-DIVISION
3. VULNERABLE IN HEAVY WEATHER TO FLOODING
4. LARGE DECK OPENINGS
From Tabular to Basic
1. B-60 / B-100 correction
2. Wooden Hatch correction
3. Flush Deck correction ( ≤ 100m in length )
4. Block Coefficient correction ( Cb > 68% )
TYPE ‘B-60’ SHIP
1. ANY TYPE ‘B’ SHIP OVER 100 m LONG
2. STEEL WEATHERTIGHT HATCH COVERS
3. REMAIN AFLOAT IN THE CONDITION OF EQUILIBRIUM AFTER FLOODING
OF SINGLE COMPARTMENT
4. FREEBOARD REDUCED BY 60% OF TABULAR ‘A’ ~ ‘B’
TYPE ‘B-100’ SHIP
1. ANY TYPE ‘B-60’ SHIP OVER 100 m LONG
2. STEEL HATCH COVERS WATERTIGHT
3. ACCESS TO E.R. FROM DECK PROTECTED BY HOUSE
4. OPEN RAILS NOT BULWARKS FOR 50%L
5. CREW ACCESS BETWEEN POOP & DETACHED BRIDGE BY GANGWAY OR
UNDER DECK PASSAGE
6. REMAIN AFLOAT AFTER FLOODING OF ANY TWO FORE & AFT
ADJACENT COMPARTMENTS ( = 95% ) AT SUMMER DRAFT
7. FREEBOARD REDUCED BY 100% OF TABULAR ‘A’ ~ ‘B’
7. Load line survey Preparation
Preparations for Loadline Survey.
1. Check Access Points: Access points at enclosed structures should be
checked. All movable parts (clamps, dogs etc.) should be well greased. Gaskets
and watertight packings should be checked for cracks and repaired accordingly.

Page 22 of 62
Oral Question by Capt Deepak Kapoor
Rubber packings are integral in maintaining the watertight integrity of an enclosed
structure.
2. Check Ventilators and Air pipes: Ventilators and air pipes (openings) should be
provided with closing mechanisms. Check the installation if already provided and
repair any damages. Often, heavy rusting eats up most of the flaps in which case
they should be replaced.
3. Keep Deck Clear: Portable beams must be checked for efficiency and
securing. Also, a habit must be inculcated of squaring up of used equipment. It
reflects very well on the ship to have a deck free from unnecessary tools lying
about.
4. Check Hatches: Hatches should be checked for being weather tight. Check
booby hatches too for the same. The butterfly screw should be checked for easy
movement.
5. Check Locking Bars: Locking bars, locking pins, hatch ventilators must be
checked, de rusted and operated for free movement. As we all know, liberal use
of WD 40 is always encouraged and helpful!
6. Keep Tarpaulins in Good Condition: Tarpaulins, if used to cover hatches, must
be in top condition and of an approved material and standard. In fact, the same
logic should apply to most equipment and/or materials used for the purpose of
operation and maintenance onboard.
7. Check for Watertightness: Check manholes, scuppers and other similar parts
enabling water flow for watertightness. The manholes must be screwed tight
using the T wrench as far as possible. Scuppers often get clogged over time and
restrict the outlet of water, in which case, they should be cleaned. Also, plugs of
the exact dimensions as the outlet should be used for closing.
8. Ensure Proper Working of Non-Return Valves: The non-return valves must
be checked for working efficiency with respect to overboard discharge. Most
authorities are rather stern when it comes to this.
9. Keep Machinery Spaces Clean: All machinery space opening on deck must be
thoroughly inspected. Keep the general appearance clean at these sections for
they generally have patches of oil and other dirt.
10. Check Ports For Watertight Integrity: All ports under the freeboard deck
must be strictly checked for their watertight integrity. Also, any and every freeing
port should be moving freely. Inspect that shutters, hinges, pins are not corroding
and are well lubricated and have free movement.
11. Repair Fractures: Fractures in guardrails and bulwarks must be repaired. In
fact, irrespective of an impending survey, these areas ought to be in mint
condition since they mean so much to personnel safety.
12. All Lines Should Be Ready For Inspection: The deck line, load line mark, load
line, draught marks, important signages etc. should be de rusted and painted for
inspection. The required job, when carried out, must be done under apt
supervision and with full safety gear in play, as this job is most likely to involve
being hung by the side of the ship. Keep necessary LSA on standby for any
probable necessity that may arise.

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Oral Question by Capt Deepak Kapoor
13. All Safety Equipment Must Be In Order: All safety measures must be
checked and then checked again! Nothing screams of efficiency more than a solid
safety culture in place. Check all safety equipments, rig safety lines in place and
overhaul any aspect of the safety setup as necessary.
14. Check Side Scuttles: Side scuttles below the freeboard deck and deadlights
must be checked for watertight integrity. The rubber packing around the
deadlights is of paramount importance and must be thoroughly inspected for
cracks and fissures.
15. All Records Must Be Ready For Inspection: The load line certificate and
relevant records should be kept ready for inspection on the final day. The stability
information should also be kept ready to show adherence to the rules of loading/
discharging and ballasting/deballasting. The Chief Mate should make sure that all
appropriate keys are available and working in the event that the Surveyor asks to
inspect any area. A reasonable manpower should be available at all times for a
variety of jobs that may ensue.
It is understood that, considering the size of a vessel, it is a daunting task to
ensure that the entire vessel is overhauled to the level of a newly made one.
When being specific about the load line survey, it is basically an effort to make
the hull watertight below the freeboard and weather tight above it.
However, all effort should be made to make the vessel achieve its maximum
possible level of working efficiency. It should be understood that a vessel that
runs smoothly, is eventually going to benefit the ship’s personnel as well as
reduce workload for the seafarers. After all, when the survey is over and the
vessel has sailed, a problem free environment will leave more time for the much
needed rest and recuperation.
8. what is the legal difference between SRT and ship radio license?
SAFETY RADIO CERTIFICATE is issued after every Renewal Radio Survey carried
out by administration, in accordance with SOLAS Chapter 1 Reg 9.
It has initial Survey, Periodical survey (Every Annual +/- 3 months) & Renewal
survey after 5 years (-3 Months).
SOLAS Ch 1 Reg (b) The surveys referred to in paragraph (a) shall be carried
out as follows:
• (i) the initial survey shall include a complete inspection of the radio
installations of cargo ships, including those used in life-saving appliances, to
ensure that they comply with the requirements of the present regulations;
• (ii) the renewal and periodical surveys shall include an inspection of the radio
installations of cargo ships, including those used in life-saving appliances, to
ensure that they comply with the requirements of the present regulations.
(c) The periodical surveys referred to in paragraph (a)(iii) shall be endorsed on
the Cargo Ship Safety Radio Certificate.
Ship Station License
Every radio station on board a ship must be licensed by the vessel's flag
authority. Operating such equipment without a licence is illegal.

Page 24 of 62
Oral Question by Capt Deepak Kapoor
With the licence the vessel obtains an official call sign and MMSI. If a vessel is
equipped with a telex or Inmarsat station, the selective number or Inmarsat
identification number is also provided.

In the majority of states a radio licence is for the lifetime of the certified party,
remaining valid for as long as the licence details remain correct or until such time
as the licence is either revoked by authorities or surrendered by the licensee.

A radio licence contains the following:

• Ship’s name
• Call sign and indentification number
• Owner's name
• Working frequencies
• Transmission power
• Type of transmission
• Correspondence category
• Other requirements
• Date of validation
• Options (if the vessel carries such equipment):
• Selective number (for telex)
• Inmarsat number (for Inmarsat stations)
• GMDSS requirements (only for SOLAS vessels or under national
requirements):
• GMDSS sea area
• Availability of equipment (maintenance strategy)
• Minimum required no. of radio personnel
• Record of equipment (inventory)
9. what is a special survey
Class renewal surveys/special surveys are carried out at five-year intervals.
However, consideration may be given by the Society, in exceptional
circumstances, to granting an extension for a maximum period of three months
after the due date. In such cases the next period of class will start from the due
date for the previous class renewal survey before the extension was granted.

The special survey may be commenced at the 4th annual survey and be
progressed with a view to completion by the 5th anniversary date.

The class renewal surveys/special surveys include extensive examinations to

verify that the structure,
main and essential auxiliary machinery, systems and equipment of the ship are in
a condition which satisfies the relevant Rules. The examinations of the hull are
generally supplemented by thickness measurements
and witnessing of tests as specified in the Rules, and as deemed necessary by
the attending surveyor, to assess that the structural condition remains effective

Page 25 of 62
Oral Question by Capt Deepak Kapoor
and to help identify substantial corrosion, significant deformation, fractures,
damages or other structural deterioration.

10. if master doesn’t follow an important annex, he will be sentenced to jail,

what is that important annex and give brief description about it

11. tonnage certificate, why do u need it?

International Tonnage Certificate is a certificate issued to a shipowner by a
government department in the case of a ship whose gross and net tonnages
have been determined in accordance with the International Convention of
Tonnage Measurement of Ships. The certificate states the gross and net
tonnages together with details of the spaces attributed

Harbour dues are based on tonnage. In order to prevent steamships operating at

a disadvantage, various tonnage calculations were established to minimize the
disadvantage presented by the extra space requirements of steamships. Rather
than charging by length, displacement, or the like, charges were calculated based
on the viable cargo space.

The Tonnage also plays a important role in Vessel compliance with international
Conventions such SOLAS, MARPOL , Etc.

12. How do you know that your voyage planning is in proper manner?

13. Why do you need the bridge equipments and what are all the equipments
you will carry for ships over 50000GRT?
Bridge Equipments or Navigation Equipments are required onboard for Safe
Navigation as per SOLAS Chapter 5 Regulation 19 in which the Toal Number and
Type of equipment required onboard based on the GRT is tabulated.

The following bridge Equipments are required onboard as per SOLAS Chap 5 Reg
19 for a Ship > 50,000GT
SECTION A - EQUIPMENT FOR SHIPS BUILT BEFORE 1 JULY 2002

Existing ships may continue to meet requirements of SOLAS V/74

Except - GNSS to be fitted at first survey after 1 July 2002 and

AIS to be fitted according to timetable in Reg.19.2.4

Equipment to meet IMO Performance Standards.

See: ANNEX 8 – Notes on PERFORMANCE STANDARDS and TYPE

APPROVAL and
       ANNEX 9 - Table of IMO PERFORMANCE STANDARDS and TESTING
STANDARDS

Page 26 of 62
Oral Question by Capt Deepak Kapoor
500
V/74 All Less 150 300 1600 3000 10000
All GT
REG passe than GT GT GT GT GT 100000 GT and
EQUIPMENT ITEM Ship and
PARA nger 150 and and and and and over
s ove
NO. ships GT over over over over over
r
Reg Daylight signalling lamp . . . I I I I I I I
11
Reg Standard magnetic . . . X X X X X X X
12 (b) compass
12 (c) Steering compass and . . X . . . . . . .
means of taking
bearings
12 (d) Gyro compass . . . . . X X X X X

12 (d) Gyro repeater(s) . . . . . . X X X X

12 (f) Phone to emergency X X X X X X X X X X

steering
12 (f) Compass reading to . . . . . X1 X1 X1 X1 X1
emergency steering
12 (g) Radar – 9 GHz . I . . I X X X X X

12 (h) Second radar . . . . . . . . X X

12 (i) Radar plotting facilities . I . . I I X X2 X2 X2

12 (j) ARPA . . . . . . . . X X

12 (k) Echo sounder . . . . . I I I I I

12 (l) Speed and distance . . . . . I I I X3 X3

measuring device
12 (m) Rudder, propeller, pitch . . . . . X X X X X
indicators
12 (n) Rate of turn indicator . . . . . . . . . X

12 (p) RDF (may be . . . . . . X4 X4 X4 X4

exempted if position
finding system fitted)
Reg Adequate up to date X X X X X X X X X X
20 charts and nautical
publications
. GNSS or terrestrial X5 X5 X5 X5 X5 X5 X5 X5 X5 X5
position finding system
(SOLAS V/19.1.2.2)
. AIS (before 1 July 2008 . I6 . . I6 I6 I6 I6 I6 I6
(SOLAS V/19.2.4.2)
. AIS from 1 July 2008 . X . I X X X X X X
(SOLAS V/19.2.4.3)
. VDR (SOLAS V/20.1 & . I6 . . . . . . . .
20.3)
. S-VDR (SOLAS V/ . I6 . . . . . . . .
20.2)

Page 27 of 62
Oral Question by Capt Deepak Kapoor
X : on all voyages

I : on international voyages

1 : ships constructed on/after 1 Feb ‘92
2 : at least as effective as a reflection plotter

3 : speed and distance through water

4 : until first survey after 1 July 2002
5 : By first survey after 1 July 2002
6 : phased implementation (SOLAS V/19.2.4 & SOLAS V/20)

14. Third officer fallen over board, action- relate this questions with contingency
and emergency preparedness
Actions to be Taken during Man Overboard Situation as a Master
1. Identify ‘Man Overboard on Starboard/Port side’
2. Change over to hand steering from auto and put the wheel hard over to the
respective side (port or starboard)
3. Release MOB marker from the side of the bridge wing to which MOB has
occurred. This marker is buoyant and has a self igniting light as well as a
self activating smoke signal
4. Ask OOW to Mark the MOB on the GPS / ECIDS to mark the position of
the casualty for future reference
5. Sound ‘O’ on the whistle (Three prolonged blast). This is to let the Master
and the crew know about the emergency situation. Supplement this with
the appropriate ‘O’ flag
6. Post extra lookout as soon as possible
7. Sound the General Alarm on the ship’s whistle to alert everybody to proceed
to stations. This is to ensure that if the crew has not understood the three
prolonged blast for MOB, they are alerted regardless and proceed to muster
stations to assist in the recovery of the person
8. Thereafter, announce the MOB situation on the ship’s PA system
9. Inform the engine room of the situation and let them know that
manoeuvring will be required
10. Execute the Williamson's turn (explained later)
11. Keep a keen eye on the RADAR/ARPA for Nearby Traffic and put the VHF
on Channel 16
12. Maintain a record of all the events in the Bell book
13. Assign Chief Mate to Prepare Rescue Team on deck with regard to lowering
survival craft etc
14. The officer in charge at the moment must send out an “Urgency signal” on
all the communications systems to let ships in the vicinity know about the
situation
15. Keep the lifebuoy (MOB marker) in sight
16. The rescue boat should be manned adequately with enough personnel to
carry out the rescue operation
17. A portable handheld VHF must be carried by the officer in the rescue boat
Page 28 of 62
Oral Question by Capt Deepak Kapoor
18. Once the person is rescued, the rescue boat must be picked up upon arrival
close to the ship along with the lifebuoy and hoisted back
19. Immediate first aid should be administered if required
20. An ‘Urgency Signal’ must be sent out to cancel the last transmitted MOB
alert
21. Appropriate entries must be made in the Ship’s Logbook
22. The Master must carry out an enquiry with respect to the MOB incident and
all entries made in the Ship’s Logbook
The engines are not stopped immediately to keep the person away from the
propeller. The same is the case for wheel hard over to the side of the casualty as
it is done to keep the stern away from the casualty. Screaming about the MOB
at the instant that the mishap is realised is of paramount importance to use all
manpower available for immediate use. The lifebuoy also adds to the life saving
process as the smoke signal leaves a conspicuous mark by the day or night. It is
also important to pick up the lifebuoy to not confuse any other ships passing by
about the status of the MOB. They must not assume that there is a MOB in the
vicinity and proceed towards helping the person when he has already been
rescued. Entries in the Ship’s Logbook hold great legal importance and should be
made carefully. Always try to succeed in the first attempt as even a little delay
can cause a human life.
The Williamson Turn
1. Note the position of the ship
2. Put wheel hard over to the side of the casualty
3. After the ship has aletered course by about 60 degrees, put wheel hard
over to the other side
4. When the vessel is 20 degrees short of the reciprocal course, wheel on
midship
The Scharnov Turn
1. Put the rudder over hard toward the person
2. After deviating from the original course by about 240 degrees, shift the
rudder hard to the opposite side.
3. When heading about 20 degrees short of the reciprocal course, put the
rudder amidships so that vessel turns onto the reciprocal course.
The Anderson Turn
1. Stop the engines.
2. Put the rudder over toward the person
3. When clear of the person, go all ahead full, still using full rudder.
4. After deviating from the original course by about 240 degrees (about 2/3
of a complete circle), back the engines 2/3 or full.
5. Stop the engines when the target point is 15 degrees off the bow. Ease the
rudder and back the engines as required.

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Oral Question by Capt Deepak Kapoor
15. How will you prepare the vessel for PSC inspection?
A PSC inspection typically consists of a check of the documents and certificates
onboard ship combined with a condition survey of the vessel. However, a more
detailed survey is carried out if there are “clear grounds” for such, as when
deficiencies are found in the ship's compliance with mandatory international
requirements, or there is some question as to the safety condition of the vessel.
If serious deficiencies are found affecting safety as a result of the inspection, the
ship is detained and the captain is instructed to rectify the deficiencies before
departure. In the event that the deficiencies are not rectified or no suitable plan is
presented for rectifying them, the ship will be prohibited from leaving the port.
1. First Impression
The first impression the Port State Authority gain is very important. It will set the
scene for any inspections that take placeGangway & Mooring, Access Control,
Appearance of Gangway Watch, Officer & Crew, Appearance of
Accommodation and outside Decks, PSC Officer should be accompanied by
senior Officer during Inspection, tour of the vessel.
2. Certificates & Documents
All required classification, statutory and other trading certificates are readily
available.
3. System Management
The effectiveness of the Safety Management System is to be analysed and
reviewed. Opportunities for improvement of the system are to be identified and
implemented. The following are some of the key aspects to achieve this:
4.. Resources and Personnel
Ensuring that personnel are competent, qualified, medically fit, well rested and
fully familiar with their duties and responsibilities is a key aspect of an effective
safety management system.
5. Inspection and Maintenance
Maintenance of the ship and equipment is the most common ISM deficiency
found by Port State Control. The ship and all equipment are to be inspected
regularly, well maintained and ready for operation at all times.
6. Emergency Preparedness
All seafarers are to be fully familiar with their duties and responsibilities in an
emergency situation and all emergency equipment is to be well maintained and
ready for use.
7. Shipboard Operations
Procedures, plans and instructions are to be established and implemented for key
shipboard operations concerning the safety of the personnel, ship and protection
of the environment.
8. ISPS
Ship Security controls are to be established and implemented at all times.

Page 30 of 62
Oral Question by Capt Deepak Kapoor
16. Bulk carrier under T/C heading to port of Mexico, heavy weather, duties of
master - relate with contingency and emergency preparedness
Check the weather Forecast before leaving the Last port for the expected Bad
Weather.
Heavy Weather Precautions To Be Taken
▪ Always inform the Engine Room and the crew if any heavy weather
warning is received and heavy weather is expected.
▪ Ensure all the movable objects are secured on Deck, in Engine Room and
Galley.
▪ Avoid areas of upper deck and also make an announcement for the crew
to avoid such areas which may become hazardous because of heavy
weather.
▪ Officer Of Watch (OOW) should increase monitoring of weather report
frequency and recording of weather data in the log book.
▪ In case a TRS is expected, weather reports are to be prepared and
transmitted to appropriate authorities as per SOLAS chapter V.
▪ Regular inspections should be carried out on open decks whenever the
weather subsides.
▪ Extra lashings must be taken on Anchors.
▪ Gangway and Pilot ladders’ lashings must be checked.
▪ Water Tight doors and access hatchways must be properly closed and
secured.
▪ Hard Ropes and safety lines must be rigged on open deck in advance.
▪ Speed and course to be adjusted as per Master’s orders.
▪ Heavy weather ballast may be taken considering the ship’s stability.
▪ Free surface effect in tanks to be reduced by completely pressing up the
tanks.
So these are the heavy weather precautions which should be practised when
entering or passing through an area of heavy weather.

Cargo lashings to check

Inspections
Inspections in good weather:
During a loaded voyage a bulk carrier has a low freeboard and is likely to ship
spray and seas on deck and over the hatches even during moderately adverse
weather. This calls for a high level of alertness from the Master and his officers
to ensure that ship’s company, ship and cargo are brought safely to their
destination.

Bulk carriers are required from time to time to carry cargoes which are secured
with lashings.
Steel coils carried below decks and sawn timber and logs on deck are cases in
point.

Page 31 of 62
Oral Question by Capt Deepak Kapoor
When cargoes are lashed a regular routine of inspecting the lashings daily, or
more frequently, is essential.
The frequency of the inspections must be increased early in the voyage before
the cargo has settled, in bad weather and at any time when each inspection finds
noticeable looseness in the lashings.
If the ship is pitching and rolling heavily lashings will be stretched as the cargo is
accelerated first in one direction and then in another.
Wet logs will shrink significantly as they dry out.
The cargo will settle as the ship works.
Movement and vibration can cause fastenings to slacken or disengage if they
have not been locked.
Any slackness in the lashing system will allow cargo to move and once it can
move it will further damage the lashings and readily break adrift.
It is essential that lashing systems are inspected frequently and thoroughly and
that lashings are efficiently retightened as they become slack.
When it is necessary to inspect and tighten cargo lashings on deck or in the holds
in bad weather, the ship must be hove-to and the inspection must be carried out
with the precautions described below.

Inspections during rough weather:

1. A procedure which can be recommended is for the Master to take the bridge,
sending the chief mate, bosun and several seamen to make the inspection.
2. The inspection party dress in high visibility heavy weather clothing and equip
themselves with VHF radios, and with hammers, crowbars and such other
tools as they anticipate they will need to tighten dogs, cleats, brakes and
lashings.
3. When ready to commence the inspection they report by VHF radio to the
Master on the bridge, who is also equipped with a VHF radio.
4. The Master then heaves-to the ship by reducing speed and/or altering the
heading as required to provide a deck which is reasonably steady and shipping
no water.
5. It is worth waiting for five or ten minutes (or longer on a big ship) for the
changes in speed and heading to take effect to ensure that the ship is well
hove-to and the decks are safe for the inspection party.
6. When satisfied the Master will inform the inspection party which is the lee side
and will instruct them to proceed.
7. Walking the length of the foredeck on the lee side and also inspecting
between the hatches, the inspection party will check that hatch cover cleating
is all tight and access hatches properly battened down.
8. Loose fittings will be refastened and damaged items inspected and the
damage assessed.
9. If the ship possesses mast houses they will be checked for leakage or for
items broken adrift. Soundings located on the lee side of the foredeck can
also be taken.

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Oral Question by Capt Deepak Kapoor
10.The forward spaces of a bulk carrier are particularly vulnerable to flooding.
They will be inspected and the forecastle WIDS alarm and high level bilge
alarm, if fitted, will be tested.
11.The proper securing of the anchors will be confirmed, as will the sealing of the
spurling pipes to prevent water from flooding the chain lockers.
12.Forepeak and chain locker soundings will be taken.
13.When all is secure in and on the forecastle, the chief mate will report this to
the Master who will decide whether it is safe for the inspection party to
inspect the remaining side of the foredeck.
14.Before this can be done safely it may be necessary to put the weather on the
other bow and whilst this is done the inspection party will either remain within
the shelter of the forecastle or will have returned aft to the accommodation.
15.The inspection of the second side of the foredeck, when it can be
undertaken with safety, will be similar to the inspection of the side first
inspected.

A. During rough weather the blows which a ship receives from the sea when the
bow strikes the swell and when waves are shipped over the decks and
hatches can cause damage to her structure and can loosen fastenings and
fittings or break them adrift.
B. The ship’s violent motion can cause cargo, stores and spares to shift or break
adrift.
C. Damage of this sort can be disastrous and every effort should be made to
ensure that the ship is all secure.
D. In recent years ship design and equipment has been developed to reduce the
need for dangerous physical inspections of holds and forecastle spaces during
rough weather.
E. Inspections should never be undertaken recklessly but are a valuable
complement to WIDS alarms, gauge readings or information gained from
binoculars or closed circuit TV.
F. Because conditions on deck are likely to be hazardous during rough weather
an inspection will require organisation and planning.
G. Wherever possible it should be undertaken during daylight hours.

Hold inspections in rough weather:

1. In addition to the inspection of deck and storerooms described above it will be
necessary to inspect the holds if a cargo such as steel products is being
carried and may have broken adrift or if the possibility of flooding is feared.
2. Where possible inspections in bad weather should be avoided because of the
hazards created by a rolling ship and men who are encumbered with heavy
clothing, but when an inspection is necessary the normal safety procedures
for entering an enclosed space must be followed (Chapter 21).

Page 33 of 62
Oral Question by Capt Deepak Kapoor
3. The inspection is likely to be a slow process, though time will be saved if the
inspection party has a really powerful torch and much of the hold can be
viewed from the access ladder.
4. When an inspection is undertaken during bad weather and it is necessary to
heave-to, these facts should be recorded in the deck log.

17. You are going to load steel slab, duties of master and precautions under T/C
The Master’s responsibility
Follow P&I Guidelines for loading Steel Cargoes specific to that Club, Stow as Far
as Possible in the Fore & Aft Direction.

1. Where charterers are responsible for the loading and securing of the cargo in
the charter party, specific instructions on what actions are to be taken should
not be given by Masters.
2. Charterers must ensure that their supervision does not become an
intervention, as they may then be assuming responsibility for cargo stowage
and securing and liability in the event of an incident.
3. An intervention is defined as an act by a Master that limits a charterer’s right
of control of the stowage, which may then transfer the liability for that
stowage from a charterer to an owner.
4. Irrespective of who has responsibility for loading and securing the cargo under
the terms of the charter party, Masters have an overriding duty and authority
under the SOLAS Convention Chapter V, Regulation 34-1, to take any action
deemed necessary to ensure the safety of the vessel.
DO’s
• Pre-plan steel stowage. Make sure steel is stowed on solid floors and,
when applicable, key coils are positioned correctly. Coil widths and/or cargo
dimensions may not always permit ‘textbook’ stowage.
• Mark the location of solid floors in the cargo space to enable easy
reference during loading.
• Make sure cargo spaces are squared off by construction of a stout
buttress or support. Use new timber and remember that No. 1 hold is most
likely to be the hold where damage might occur.
• Wash holds with fresh water before loading, remove all debris and hard
objects, fully dry the holds.
• When arranging stowage of steel coils, make sure the maximum tank top
point load is never exceeded.
• Arrange for key coils to be placed in such a manner that the coil’s bottom
edge is one-third of its diameter below the top edge of the coil being
locked. Stagger the position of key coils to avoid overloading the tank top.
• Make sure sufficient dry dunnage, of the correct type and thickness,
is used.
• Use dunnage of uniform thickness, two inch thick for coils. Remember,
certain countries have import regulations that apply to ship’s dunnage.
Page 34 of 62
Oral Question by Capt Deepak Kapoor
Check the regulations before taking dunnage and use only approved
dunnage, especially if discharging in North American ports.
• Record all pre-shipment damage on mate’s receipts or bills of lading by
carefully describing the damage found and clearly identifying the damaged
article.
• Load steel dry, especially if steel is packaged (wrapped).
• If required to load wet steel, endorse the bills ‘wet before shipment’.
• Ensure hatch covers are weathertight before loading.
• Segregate, and load in a different hold, steel that must be kept dry, from
steel that can be loaded wet or products that contain moisture.
• Work with the surveyor to examine steel for preloading damage.
• Double-check any cargo found damaged. Make an effort to understand
what the surveyor is looking for.
• Whenever surveyors visit to examine cargo, check their credentials to verify
who they are acting for, before allowing access to the ship or cargo.
• Minimise the amount of cargo stowed with metal-to-metal contact. If this
type of stowage is unavoidable, make sure the cargo is not wet. Wetness
reduces frictional resistance and increases the danger of cargo shifting
during ship rolling. Special care is needed when loading during periods of rain
showers.
• Try to avoid loading damaged cargo but accept that this may not be
possible, in which case, stow this separately on top and endorse details of
the damage on the bills of lading. Bent and buckled steel can be shipped for
reprocessing, but the bills should not record the cargo as ‘steel products’.
• Report to the P&I correspondent or ship’s owners when problems are
found with cargo or cargo stowage.
• Take daily dew point readings of hold and outside air, ventilate or
dehumidify when necessary. Keep detailed records of these
measurements.
• Remember the voyage ventilation mantra, cold to hot, ventilate not. Hot to
cold, ventilate bold.
• Calculate the ship’s GM and, if possible, take measures to reduce high
values.
• Weather-route to avoid swell conditions that cause heavy rolling and
wavelengths equal to half the ship’s length, which can initiate parametric
rolling in slender ships during pitching in head seas.
• Remember that cargo has to be properly chocked and secured, and that
only steel coils and semifinished steel slabs stowed in California block
stowage are lashed to themselves. All other steel is lashed to the ship.
• Point out any ship or cargo hazards or limitations to the stevedores.

Page 35 of 62
Oral Question by Capt Deepak Kapoor
DON’T’s
• Rely on stevedores to determine cargo stowage. They may opt for the
easiest stowage rather than the best. • Use the maximum allowable tank
top loading weight to determine the number of steel coils that can be
safely loaded. Steel coils produce a point load. The maximum allowable
tank top loading weight assumes a homogenous weight distribution.
• Be surprised if the textbook size and type of dunnage is not delivered to the
ship. The dunnage supplied may be the best available, in which case,
greater application of dunnage may be required.
• Use wet or ‘green’ timber for dunnage.
• Sign, or allow the ship’s agents to sign, clean bills of lading or mate’s
receipts for damaged cargo.
• Allow coils to be loaded in a pyramid pattern.
• Load steel before evaluating the strength of the tank top against
the proposed weight distribution.
• Ventilate when the relative humidity of ambient (outside) air is greater than
that of the hold air or when the ambient air’s dew point is greater than the
temperature of the cargo. These conditions exist when cargo is cold,
because it was loaded in winter (cold) conditions for discharge in, or
passing through, summer (warm) conditions.
• Ventilate if unsure that ventilation conditions are correct.
• Stow steel products in the same compartment as cargo with different
ventilation requirements.
• Load steel in holds that have previously carried oxidising agents or acidic
compounds, until the holds have been thoroughly washed with fresh water
and dried.
• Think that space remaining in the hold after loading steel needs to be filled
with other cargo; it does not. When loading a full cargo of steel, the tank
top maximum loading will be reached before the hold is full and often before
the ship reaches her marks.
18. You are in berth to load steel slab, heavy lift cargo, what are your duties to
load the heavy lift cargo
1. SWL: THE SWL OF THE SHIP’S GEAR SHOULD BE MORE THAN THE
WEIGHT OF THE CARGO, TAKING INTO CONSIDERATION THE WEIGHT
OF THE RIGGING GEAR TO BE USED.
2. STOWAGE LOCATION: THE CARGO SHOULD PREFERABLY BE LOADED
ON DECK. IF LOADED UNDER DECK THE SPACE IS LOST AS CARGO
CANNOT BE LOADED ON TOP OF THE HEAVY LIFT, ALSO THE HEAVY
LIFT CANNOT BE LOADED ON TOP OF ANY OTHER CARGO. ON TWEEN
DECK, THERE IS A HEIGHT RESTRICTION SO IT CANNOT BE LOADED ON
TWEEN DECK. SPECIAL ATTENTION SHOULD BE GIVEN FOR LOAD
DENSITY WHEN THE CARGO IS LOADED ON DECK, IF REQUIRED EXTRA
STRENGTHENING SHOULD BE PROVIDED FROM BELOW THE TWEEN
DECK IN THE FORM OF PROPS MADE OF 4×4 OR 6×6 HARD WOOD.
Page 36 of 62
Oral Question by Capt Deepak Kapoor
3. STABILITY: CALCULATE THE STABILITY FOR THE WORST CONDITION,
i.e. WHEN THE CARGO IS JUST LIFTED FROM THE WHARF AS AT THAT
TIME IT IS FURTHEST AWAY FROM CENTRE LINE. ALSO THE STABILITY
SHOULD BE CALCULATED FOR THE ENTIRE OPERATION.
4. ENGINE DEPARTMENT: THE ENGINE DEPARTMENT SHOULD BE
INFORMED ABOUT THIS AS THEY WILL CHECK IF THEY WILL BE ABLE
TO GIVE MAXIMUM POWER FOR THE OPERATION.
5. PROPER DUNNAGE REQUIREMENTS
6. PROPER SECURING MATERIAL AVAILABLE AS PER THE CARGO
SECURING MANUAL.
7. AMPLE FIXED SECURING POINT (EYE PADS) AVAILABLE ON DECK.
8. OVERHAULING OF ALL MECHANICAL AND MOVABLE PARTS.
9. GREASING AND LUBRICATION OF ALL MOVING PARTS AND
INSPECTION OF THE WIRE ROPE/SHEAVES FOR ANY DAMAGE/WEAR N
TEAR.
10. WIRE ROPES SHOULD BE PROPERLY REEVED ON THE DRUMS.
11. WINCH SHOULD BE ON SLOW GEAR.
12. LIMIT SWITCHES SHOULD BE TESTED.
13. ENTRIES IN THE CHAIN REGISTER (IF ANY SURVEYS ARE DUE OR IF
THERE IS ANY C.O.C.)
14. THE APPLIANCE SHOULD BE RIGGED AS PER THE APPROVED RIGGING
PLAN.
15. THE CARGO SHOULD BE PHYSICALLY CHECKED PRIOR TO LOADING
(NUMBER OF RESTING POINT, LIFTING POINTS, ACTUAL WEIGHT OF
THE CARGO, IF ONE END IS HEAVIER SO AS TO ADJUST THE LENGTH
OF THE WIRE SLINGS IN ORDER TO LIFT THE CARGO HORIZONTALLY).
16. A MEETING SHOULD BE HELD WITH THE SHIP’S CREW BRIEFING THEM
ABOUT THE ENTIRE OPERATION.
17. CREW MEMBERS SHOULD BE STATIONED FWD AND AFT TO ATTEND
TO THE MOORING LINES.
18. GANGWAY TO BE LIFTED OFF THE WHARF TO AVOID ANY DAMAGE IN
CASE OF ANY HEAVY LIST.
19. ALL BUNKERING AND DOUBLE BANKING OPERATIONS TO BE STOPPED.
20. THERE SHOULD BE NO BARGES/BOATS ALONGSIDE.
21. STOP ALL OTHER CARGO OPERATIONS.
22. SECURE ALL OTHER CARGO ONBOARD.
23. UN-AUTHORISED PERSONS SHOULD NOT BE ALLOWED ONBOARD.
24. WINCH OPERATOR AND SIGNALMAN TO BE EFFICIENT IN THERE JOB.
25. ONE PERSON TO BE STANDBY TO CORRECT THE LIST.
26. PREFERABLY THE OPERATION SHOULD BE DONE DURING DAY LIGHT
BUT IF AT NIGHT, PROPER ILLUMINATION SHOULD BE IN PLACE.
27. DISCUSS THE PLAN WITH STEVEDOERS AND FOREMAN.
28. FIX STEADYING LINES.

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Oral Question by Capt Deepak Kapoor
29. LIFT CARGO OFF THE WHARF AND STOP TO CHECK IF EVERYTHING IS
SATISFACTORY. CARRY OUT THOROUGH VISUAL INSPECTION OF THE
LIFTING GEAR.
30. IF EVERYTHING IS SATISFACTORY LIFT AND LOAD THE CARGO.

19. Entering narrow channel, Stbd side safe water marks, sailing vessel gonna
cross the channel, heavy wind and strong current favouring you, two tugs with
efficient power assisting, three miles to the berth and action?

Rule 9b A Vessel Less than 20m in length or a Sailing vessel shall not impede the
passage of a vessel which can safely navigate only within a narrow channel or
fairway.

Taking into account on the above, Own vessel will navigate with Caution when
sailing vessel is Crossing with her Engines and Tugs at her full readiness.

If required by the Circumstances of the case will use the tugs & Engines to permit
Safe passage for the sailing vessel as per Rule 2 (Good Seamanship Practises).

20. Same situation , duties of master during pilotage?

1. Berthing and mooring plan
2. Local conditions including navigational or traffic constraints
3. Proposed use of tugs
4. Expected Wx. conditions
5. Pilots suggested plan compared with initially developed plan and master and
pilot should finalise and agree with an agreed over all plan
6. Master should not commit his ship to the passage until satisfied with the plan
7. Tidal and current information
8. Contingency plans should be made in the event of abort or malfunction of
equipments safe grounding areas

21. Obligation of master during pilotage

1. Pilot is entitled to expect a well regulated and sea worthy ship, that provides
him with proper assistance and information
2. Master is justified in intervening when the pilot is in charge of navigation for
example where he perceive a threat of an imminent danger to the ship or
pullout is obviously incapacitated some way
3. Master retains both the right and responsibility to intervene and in the actions
of the pilot
4. Efficient pilotage dependant on effective communication information exchange
between pilot and the Master
5. Mutual understanding and support each has for the functions and duties of
the other
6. All parties should Utilise concept of BRM and BTM

Page 38 of 62
Oral Question by Capt Deepak Kapoor
7. Establishment of effective coordination between pilot master and bridge team
taking into account of the ships system and the equipment available to the
pilot is prerequisite for the safe conduct of ship through pilotage waters
8. Roles and responsibilities of Master and pilot and BTM
9. Navigational intentions
10.Master retains ultimate responsibility for the safety of the ship
11.Master and his bridge personnel have duty to support the pilot and to monitor
his action.
12.They should also include quering any actions or omissions by the pilot or any
other member of bridge team, if inconsistent with the passage plan or if the
safety of the ship is in doubt.

22. Then he placed a west cardinal mark and you have collided with it and action
by master? I have related this question with MS act shipping casuality?

Characte
North South East West
ristic
Both cones Both cones point Cones point away from cones point towards
Topmark
point upwards downwards each other each other
Black above Yellow above Yellow horizontal band Black horizontal band on
Colour
yellow black on a black body a yellow body
6 quick flashes + 9 flashes
3 flashes
Light (if Continuous 1 long flash Q (15 Secs)
Q (10Secs)
fitted) flashes Q15sec / VQ VQ (10 Secs)
VQ (5Secs)
10Sec

Page 39 of 62
Oral Question by Capt Deepak Kapoor
MS Act 1958 Part VII (Investigation & Inquiry)

Sec 358.
(1) For the purpose of investigations and inquiries under this Part, a shipping
casualty shall be deemed to occur when―
(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;

Where the master of the ship concerned or (except in the case of a loss) where
the ship concerned proceeds to any place in India from the place where the
shipping casualty has occurred, the master of the ship, shall, on arriving in India,
give immediate notice of the shipping casualty to the officer appointed in this
behalf by the Central Government.

Sec 359.
(1) Whenever any such officer as is referred to in sub-section (2) of section 358
receives credible information that a shipping casualty has occurred, he shall
forthwith report in writing the information to the Central Government; and may
proceed to make a preliminary inquiry into the casualty.
(2) An officer making a preliminary inquiry under sub-section (1) shall send a
report thereof to the Central Government or such other authority as may be
appointed by it in this behalf.

23. Same situation, vessel still doesn’t refloat, action of master, he reminded me
i have efficient tugs..again i have related this question to ms act wreck and
salvage

By this time he gave my file to Capt Das, i thought he has completed, but after
giving my file to das he asked me the final question

24. steel slab loaded with stains and corrosion, and you are gonna sign clean bill
of lading, will you sign it or not? what will you do for it??

Guys, if you impress him with MS act and spark with first few questions then
definitely he will consider you.

REMEMBER - If your answer is wrong then He will cross question you. But if you
have said key and important points then he will just skip that questions.

He will give you enough time to think and answer, even if you dont know any
questions please dont say i dont know, atleast try to relate with that
questions..he will help you for sure
Page 40 of 62
Oral Question by Capt Deepak Kapoor
30-01-2019
Attempt 2
Internal - Das
External - Deepak Kapoor
Result - Pass

Das started in the absence of Dk ( went out for a phone call. )

Das
1. What mlc is saying about onboard complaint procedure.
2. What are the situations on which a seaman got right to desert the ship. ( my
answer was wrong and passed on to Dk.)

DK
1. Same question he asked about desertion.
2. Difference of audit, survey , inspection
3. What is a container ship
4. How will you go about special survey on an container ship 15 years old.
5. Preparation for seq, srt and loadline survey for container ship.
6. Freeboard assigned for container ship and what is B-60 ships.
7. Loading precautions on container ship
8. Container freight station and container yard difference
9. How will you confirm that container is safe for carriage and what convention is
safeguarding you to reject unsafe container.
10. Construction feature of Container
11. What u mean by Light dues and how is it calculated in container ship.
12. Can a master sell ship , cargo and under water circumstances
13. What is general average.
14. Duties of master while salvage.
15. Wreck receiver duties and who is wreck receiver in india.
16. Chief officer got heart attack at sea - reporting procedures, first aid , and if
he died how to confirm he died and whats next action as per MSA.
17. After his deadth how will you go about his watchkeeping and what are the
key rules you will follow in RoR. How you will monitor cargo while at sea. Will you
ask for dispensation??
18. What are the duties of master as per MSA.
19. What are your responsibilities as a master in ISM
20. Main elements of ISM.
21. Obligation of master as per ship station licence.
22. What equipments are carried in A3 and A4
23. New amendments in SOLAS for LSA FFA Equipments in cargo ships.
24. What are the actions as per MSA incase if you want to complain about your
company.

Page 41 of 62
Oral Question by Capt Deepak Kapoor
25. What is the meaning of rule number 2.
26. Day signals of a NUC vessel.
27. In middle of ocean you found a safe water mark. Action.
28. As a master will you declare a death and if yes then how.
29. OPRC
30. MARPOL ANX 4,5 and latest amendment of anx 5. When will you use port
reception facilities.

No cards where asked. He hand over the file to Das. Das said ok pass.

PS: Truth is I lost my hope in between because of some blunders which i made.
But whatever questions i answered, i tried to relate it to MSA including SECTION
numbers. i think that is the key to pass with DK.

He will cross question you. But if you start well with the section numbers and all
of MSA he will move on to next.

[2:08 PM, 30/1/2019] +91 94969 84739: Attempt 1

Internal - Das
External - Deepak Kapoor
Result - Fail

Das no question asked

DK
1. Which type of vessel
2.Construction feature of Container
3.What u mean by Light dues
4.How is light due levied in container ship
5.Container ship at sea heavy weather listed to 10 deg starboard 2 liferaft lost
to sea ur actions
6.SEQ Survey in container
7.IOPP Survey
8.Container vessel as per load line cert wat type
9.Condition of assignment for freeboard for vessel more than 150m
10.What is ship station license
11.what is ur obligation as master toward ship station license
12.SRT Survey
13.IOPP survey
15.What all pollution prevention equipment carried on container vessel
16.3 off dies onboard actions
17. Why is say that steering and sailing rules are most important
18. How u will keep watch as per STCW
19. What is MOU

Page 42 of 62
Oral Question by Capt Deepak Kapoor
20. How is MOU beneficial for master
21. What convention for container
22. What is the difference between shipping causality and marine causality
23 . What is fair treatment in PORT state insp
[2:29 PM, 30/1/2019] +91 94969 84739: Rule 2
How to prepare for 20 year old container special survey
[2:43 PM, 30/1/2019] +91 94969 84739: PCS Port community system
New reg regarding fire fighting
[2:50 PM, 30/1/2019] +91 98950 66700: Yogesh fail
[2:55 PM, 30/1/2019] +91 94969 84739: 30.Arrival procedure
31.Through Bill of Lading
32.Container ship Bill of lading signing What will u chek

[8:14 AM, 25/1/2019] +91 88611 99199: Dk.

Attempt 1- fail
Type - RoRo
1)Started with hazards of roro.i started with high freeboard and stiff vessels and
started telling him about hazards of cargo due to stiffness..
2) horizontal zone concept construction regarding to passenger ships
3) Subdivision al criteria for passenger and roro
4) what is attained and acquired subdivisions
5) requirements for watertight arrangement below water line for passengers and
roro
6) in between Das was how many cars u load and as per what requirement. I
said standard cars and same what is it and how is it determined.
7)Freeboard assignment for roro ships based on what the same is assigned.
8)Different types of vessels as per load line convention. What is car carrier.
Type b,
B60 and B100
9)SAFECON survey prepare for roro as a master
10)SEQ survey prepare for roro
11)is esp applicable to car carriers..I said no its only for bulkers and tankers..
12) what is carried out in lieu of esp for roro and passenger.. I flipped... It was
bouncer and after this was all downfall...
13) srt survey for renewal... Duties as Master.. Why it is needed..
14) ship station license who issues it and based on what..
15) I said wpc and he said how is it issued and as per what act.
16) chief engineer is sick what will you do..
17) I said contact cirm then Das shooted full form of cirm and where is it.. I lost
track and said radio medical advice and dk helped me with that answer and I
completed it..
18) time charter party u have been adviced to load costly super car how will u
go abt it
19) Hague, Hague visby, hamburg

Page 43 of 62
Oral Question by Capt Deepak Kapoor
20) what is certificate of proficiency and certificate of competency... And why
principal officer is not issuing cop... This I wasconfused with this...
21) what is CLC and is it applicable for passengers
22) who pays for clc and I got little confused and said p and I but he was not
convinced
23)the sick chief engineer dies now action
24)I said everything as per Ms act but he expected section numbers.. So was
not very much happy with my answers
25) now first eng comes and complains 3rd engineer is not working.. He's going
mad and acting weird what will u do and as per what ms act
[8:26 AM, 25/1/2019] +91 88611 99199: 26) as a master how will you
complete your voyage. Safe manning he was not very much convinced with. He
was like and and and... How will u complete the voyage.. How will u complete
the voyage... I said abt official log book entries, inventory of his personal effects,
declared dead..

Internal: Capt.S.K.Das. External: Capt.Deepak kapoor

Attempt: 1st (Pass)
I was second candidate but he called me inside and asked me to draw and write
abt salvage , sister vessel grounded and ur going to do STS and ur under time
charter for 5years....I was writing till he finish for 1st candidate...den he called
me ....

He asked abt my written result I said just appeared waiting for result..he asked
me what all the question asked..I told him all 8 questions ...he asked me which
one I didn't write ..and asked me to explain..it was regarding DD certificate and
SEEMP I explained..den he asked me which question I liked very much , I told him
M.S act in regard with collision master duties he asked me to explain in detail, I
told him as per MS act sections....

1.Joining SCI as master in kandla ( he said u never done indian ship before and
dis is first time and taking over new LPG ship ) asked me in detail..
2.Difference between salvage and towage , ur towed vessel master duties
3.Master duties as per time charter and I mentioned MS act sec
4.LPG vessel fully loaded , grounded in ennore port action( I told as per MS act
sections)
5.Negotiable and non negotiable B/L differences and when u will u get.
6. what is LOI and when you will sign LOI, y u will not sign
7.Prepare your v/l for Cert of class ,what cert class surveyor will check.
8.SRT survey
9.SAFCON survey
10.LNG ship as a master what instructions u will give to ch.off for 10 years time
charter ship.

Page 44 of 62
Oral Question by Capt Deepak Kapoor
11.Unberthing in fog 2 tugs fully loaded LPG ship, explain in detail
12.Ballast water convention India not rectified , indian ship going go US , what
cert will they carry.
13.D1 and D2 in regard to BWM
14.Going to US for loading LNG , what all thing u will consider and coast guard
inspection
15.DD in kandla master duties
16.3/off dies onboard in panama canal
17.SMC renewal survey in detail
18.Ur leaving kandla in monsoon action
19. Monsoon advisory of shipping.
20.HNS convention
21.Fully loaded LPG ship grounded in chennai with pilot onboard action.
23.Type of PSC inspection in details.
24.FSI What ever I remember now I have posted....in all above questions there
are about 2/3 cross questions..in all questions he was expecting key word if u
say that word he will move on to next question

Date: 24 Jan 2019

External: Capt. Deepak kapoor
Internal: Capt.s.k.das
Attempt : 2
Ship type: Container
Result : pass

1. Latest SOLAS amendment wrt container

2. what are all international conventions applicable for container ships
3. Damage container loaded in ur vessel. Action as master.
4. Precautions for loading imdg cargo
5. How will u load and carry perishable cargo on board
6. Hague Visby / hamburg /rotterdam rules . Obligation of carrier .
7. Limits for Hague / hamburg /rotterdam / multimodal transport .
8. Difference between nop and lop
9.Ms act content
10. Bunker clc
11. Certificates of class preparation
12. what is psc and psc related inspection in detail
13. How you take over a ship in Indian water Indian vessel
14. FFA and Lsa arrangements for containers
15. Master duties at sea
16. 3rd officer called u on bridge 0.5 miles risk of collision
17.Entry against offence
18. How will u carry out safety radio and SEQsurvey
19. Ur container ship Dry dock requirements

Page 45 of 62
Oral Question by Capt Deepak Kapoor
20. OLB entries
21. Dep port with two tugs
22. Narrow channel preparation
23. All certificates issued with respect to marpol.all annex wise
24. Use of certificate of registry.
25.Seaworthiness
26. master obligation wrt sms
27. Mas and port of refugee
28. How u approve bay plan
29.MTD
30.your not happy with pilot action
31. Difference between region A and region B
32. Ma act sec 34, 196 , 348, 349,350
33.registration process as per ms act
34.can u load loaded container on top of empty container
35. LOI significance
36.maters checks in BL
37. Csm

This much only I can recollect frnds

He will pick question from ur ans
More concentration on convention and documents
No questions from DAS

Date: 14-Nov-2018
External - Capt.Deepak Kapoor
Internal - Capt. S.K.Das
Attempt no: 2
Type of Ship - Oil Tanker

1. Define Oil Tanker.

2. How will you go about Drydocking for 20 years old oil tanker(What all survey
& certification), He expected more on ESP.
3. How will you renew SRT.
4. what is ship station radio licence. Who issues that. What is the purpose(he
expects hear detail on this).
5. What is master's obligation wrt to ITU.
6. What is master's obligation as per MARPOL(he wants as per all the 6
annexs).
7. What is PSSA. How many PSSA areas are there.

Page 46 of 62
Oral Question by Capt Deepak Kapoor
8. What is master's obligation as per PSSA.
9. What is difference between PSSA & Marpol And what is master's obligation
on same.
10. How will you go for renewing of Interim SMC.
11. How will you go for renewing interim MLC.
12. How to go for renewal of SEQ, what all equipments will be covered under
that.
13. What is difference between NOP & LOP.
14.Vessel has sustained heavey weather damage at middle of the sea and lost
Fwd liferafts & Lifebouys, Action as a master.
15. What will you do as a master, when you Arrive port with Loss of Lifebuoy
and liferafts due to heavy Wx.
16. Master's obligation under Time charter party.
17. What is safe port.
18. What is ship Arrived.
19. What is importance of notice of readiness and what is obligation of master
on that.
20. Shipping casualities.
21. Marine casualities.
22. Difference between shipping & marine casualty.
23. Change of flag, master's duties what all will you do & how will go about
it(Panama to india Change of flag).
24. What is SSEC and how will you renew it, as per which regulation.
25. Damage stability criteria for oil tanker.
26. ROR situation - Pilot vessel right ahead, you are PD, Action?
27. ROR situation - Anchored vessel right ahead, you are PD, Action?

Capt. Das - No questions.

Result - Fail.

Internal :Das
External:CDK
Ship Type : Bulk Carrier
Attempt:3
Result:Pass

1. Duties as per Hague Visby rules

2.Duties of you if your vessel is in Voyage Charter party and to load a Group A
cargo
3.Link Marpol Annex V with IMSBC code
4.Discuss the Marpol with your ship Type
5.How Type B load line is assigned.
6.Structure of ISM

Page 47 of 62
Oral Question by Capt Deepak Kapoor
7.PSC issues form A and Form B action as Master
8. LSA and FFA in general
9. ITU publications contents
10.Who issues Ship Radio station license(ministry of communication)
11.Prepare vessel for SRT and SEQ survey
12. Bulk Carrier 20 years how you go about DD and surveys related to it and
who carries out the surveys.
13.What all navigation equipment you carry as per your ship
14.Importance of OLB and examples of it.
15.Someone thrown all the certificates into sea action
16. Someone deserted the ship action
17.Can a Master desert a ship
18. Master is also seaman or not
19. How will you train a cadet in ROR
20.Place of refugee
21.PI and FI
22.Stowaway onboard action
23. You have two distress seaman onboard action and obligation
24. Masters Overriding authority
25.Crew is trying to create a mutiny onboard because of no provision and
wages not paid action (sec.132,145,148)

He was particular on Charter Parties

Radio station licence
Dry dock (term RO should be used for surveys and not Class)
Always give reference from M.S.Act and Solas Chapters.
And if you have studied ASM from HIMT request Capt Kapoor and attend his
class one day before Orals that will surely help you out.
All the best for Future Masters

Date: 14 Nov 2018

External: Capt. Deepak kapoor
Internal: Capt.s.k.das
Attempt : 3
Ship type: Container
Result : pass

1. Limits of LLMC
2. what are all international conventions applicable for container ships ( he wants
to hear about CSC)
3. Damage container loaded in ur vessel. Action as master.
4. Precautions for loading imdg cargo
5. How will u load and carry perishable cargo on board
6. Hague Visby / hamburg /rotterdam rules . Obligation of carrier .

Page 48 of 62
Oral Question by Capt Deepak Kapoor
7. Limits for Hague / hamburg /rotterdam / multimodal transport . Guys for
container guys he is very particular about chartering terms. Especially sea way
bills and bill of lading.
8. Difference between sea way bill and bill of lading.
9. How many international convention are adopted by imo ( I don't know the
exact numbers so started telling about all the convention name I remembered .
He was happy with that)
10. Ballast water convention and anti fouling convention ( for bwm I just added
little bit about d1 and d2 standard)
11. Certificates and documents regarding security
12. what are all psc will check with respect to stcw
13. Amendments of stcw 2010. How it is helpful for master.
14. FFA arrangements for containers ( include about extra dg requirement ff
items)
15. Master duties at sea
16. 3rd officer called u on bride on receiving distress message on mf . Action as
master
17. Who issues radio station licence
18. How will u carry out safety radio survey
19. Ur container ship more than 15 yrs . Dry dock requirements
20. Chief officer died ur action
21. How will u execute passage plan
22. How will u train ur cadets with respect to ror.
23. All certificates issued with respect to marpol.
24. Use of certificate of registry.
25. Tonnage certificate and it's significance
26. Certificates with respect to ism and preparation of smc renewal.
27. Duties of flag state as mentioned in unclos.
28. Difference between carrier and actual carrier .

Date 25.09.18
Ext Capt Deepak Kappor
Interna Capt Das
Attempt 1
1.cons req of container
2.Dry dock survey 15 yrs
3.AFS requirement
4.A3 area gmdss equipment
5.Ship station radio certificate use and purpose
6.Diff between LLMC and bunker convention
7.SMS survey preperation
8.Wreck reciever duties and whose wreck reciever in india
9.Wreck convention.
10.Cargo obligations as master

Page 49 of 62
Oral Question by Capt Deepak Kapoor
11.Container loading what all will u check as master
12.Master pilot relation
13.Hw will u unberth ship
14.Grounding action
15.How will refloat vessel
16 LOF
17 survivabilty of vessel..when will u decide to abandon
18.wages not paid for 4 months action as master
19. How will excerscise maritime lien
20.PI and FI
21.limits of liabilty as per llmc
22. Marpol annexes applicable to vessel
23. Annex 4 n annex 6
24.IAMSAR manual
25.Damage control.booklet
26.condition of assignment of freeboard
27.Type A n Type B ships
28.PSC prep
29 Rule 19
30 Rule 2
31rule 9
32 Rule 8
33 Rules app in narrow channel
34 Fog signal forward of vessel in RV actions
35 Vsl right ahd and shallow water on stbd actions

Date 25.09.18
Ext Capt Deepak Kappor
Interna Capt Das
Attempt 1
1.cons req of container
2.Dry dock survey 15 yrs
3.AFS requirement
4.A3 area gmdss equipment
5.Ship station radio certificate use and purpose
6.Diff between LLMC and bunker convention
7.SMS survey preperation
8.Wreck reciever duties and whose wreck reciever in india
9.Wreck convention.
10.Cargo obligations as master
11.Container loading what all will u check as master
12.Master pilot relation
13.Hw will u unberth ship
14.Grounding action

Page 50 of 62
Oral Question by Capt Deepak Kapoor
15.How will refloat vessel
16 LOF
17 survivabilty of vessel..when will u decide to abandon
18.wages not paid for 4 months action as master

Venue: MMD Chennai

Date:15.09.2018.
Name:Mansoor T.P
External: Capt.Deepak Kapoor
Internal: Capt.S.K DAS.
Attempt:2
Result: Pass
External came by 11.30 and started off around 1200. As usual called all
candidates to cabin and briefed on how the orals will be conducted. Which all
areas carry more weightage and as usual no mistakes to be made in ROR,
survey and certification which could fail us for sure.

1 . Difference between STP and SOLAS for passenger ships.( I have done
passenger ships).
2. Define STP passenger, pilgrim.
3. A certificate and B certificate explain. MS act sections dealing with that.
4. When can MMD surveyor detain or deny B certificate.
5. Salvage and towage.
6. Weather routeing.
7. TRS signs.
8. Rights of Salvor.
9. LLMC and CLC limits.
10. bunker convention.
11. Area A3 gmdss equipments.
12. Total navareas. India in which navarea?. Coordinates of that.
13. Food poisoning onboard your ship and 2 people die, 4 sick. Action.
14. Marpol annex 4 and 5. Discharge criteria. Special areas.
15. Solas pack A and pack B.
16. How many generators required for passenger ships. Emergency generator
requirement.
17. Drydocking of passenger ship as well as cargo ship. Difference.
18. How will you go about SMC renewal audit.
19. Masters navigational duties and responsibilities.
20. How to conduct a Navigational Audit?
21. HSSC. All surveys carried out in renewal at drydock.
22. Receiver of wreck? Who is the receiver in Kochi port? ( Deputy
conservator)
23. Your ship wrecked off any minor port in India. Who is the receiver of wreck
and how he takes over wreck. How as a master u have to deal with him.

Page 51 of 62
Oral Question by Capt Deepak Kapoor
24. Ship couldn't sail out due to bad weather, compensation for passenger.
Section of ms act.
24. Vessel sailed out and encountered severe storm with 1000 passengers
onboard. Actions?
25. Lifeboat test and requirements. Davit launch life raft requirements.
26. ROR total no. Of rules and annexes .which rules are important and which all
rules u will train Ur cadet.
27. Narrow channel.explain.which all rules will apply in narrow channels.
28. Head on situation with wreck on stbd side.
29. At night 2.off calls and u find vessel crossing from port. Range 0.5nm.
actions
30.narrow channel head on with CBD. Action?
31. Entries in Official log book.
32. MLC audit.
33. Difference between FSI and PSC
34. PSC Appeal procedure.
35. Vessel run aground with pilot onboard action. Pilot master info exchange.
36. Masters obligation in case of distress alert and sighting navigational dangers
at sea.
37. Special Documents carried onboard passenger ships in addition to
cerrificates.
38. IAMSAR vol.3 contents
39. AFS hazards to marine environment.
40. How will u make sure Medical officer onboard is qualified to work onboard.
41.loadline survey preparation for 15 year old passenger ship.
42. Shipping casualty.
43. Preliminary inquiry's and Formal investigation. Power of court to deal with
certificate of ccomptency issues. Again to tell the M.S act section numbers.
44. How to assess vessel survivability following a collision. FPK flooded.
45. Maritime Assistance services.( Duties?)
46. MRCC's and MRSC in India.
47. Meteorological data from where u get in India.
48. Onboard ship how you know about the weather? Meteorological Equipments
onboard? How to avoid a storm.

Capt S.K Das( 2 questions jjat for formality) as capt DK had already put 7/10 in
the paper and went out
1. Who is STP passenger
2. What is subdivision loadline. How u assign the freeboard.

That's all I could remember. But there were few more asked. Rapid fire as usual.
But one good thing about capt.DK is if u answer confidently and keep on talking
he will skip over. Won't go too much into detail then. Only if u keep silent he will
dig deep and one more good thing about him is he notes down which ship you

Page 52 of 62
Oral Question by Capt Deepak Kapoor
have done and 80% of questions will be related to the ship you have done.
Which went in favour of me. So guys request to keep posting your oral questions
regularly and keep this group active so that all the candidates get the optimum
use and get to crack the oral exams. Admin i shall continue in the group for 2-3
days till booking coc. Thanks to all the members of this wonderful group for the
valuable inputs and sharing to questions.

Date: 7th Sept 2018

External: Capt.Deepak Kapoor
Internal: Capt.Das (No questions )
2nd Attempt : Result Pass
At the beginning around 1030hrs All of us 8 candidates appearing for orals were
called in Room and instructed that No mistakes allowed from Navigation Colregs
part, asked abt written exams results and Greetings.

As all of u heard this many times b4, i would like to repeat again bcoz its 101%
True....Key element of impressing Capt.Dk is confident body language, for that
off course u need to be prepared well ,i would say group study/discussions
would be a better tool.. Relating all of your answers with relevant MSA section
number, other codes,conventions, Ms notices r smart tactics to impress him...
With Capt.Dk ,
Every candidate except the first one, will have the chance to attend a real oral
session right b4 your orals.....Use this chance wisely and do self Assessment....
(beware that none of the questions will be asked to you) completely a different
set of questions...

Lets come to my oral session...

He checked my profile sea service details, previous oral attempt sheet.. asked
me abt company vships chances of promotions in tankers etc...
1.TMSA , SIRE, Relations between them. How it's benefitting Tankers and
managers besides of SMS...Why its only required for Tanker , wats the inherent
danger in tankers.
2. CAS, CAP relate to SIRE...
3. You r expecting Psc inspection at next arrival port, Action as Master.
4. Renewal survey at drydock? He expect s you to say orderly from aft hull sea
chest openings, rudder, propeller to FWD anchor cable ranging, echo sounder
transducers etc..
5. Duties of master at sea and port
6.Chrterer party clauses, BL, signing precautions, LOP's.( In cargo work he s
very particular abt functions of BL, thorough understanding of Time charterer and
masters obligation towards charterer)
7. At sea, 2nd Off sick, not coming to watch for 4 days, Action?

Page 53 of 62
Oral Question by Capt Deepak Kapoor
I started with STCW PARTVIII W/K organization, but ended with flag dispensation
which was wrong he corrected me...
8. Colregs Annex 1 height of mastheads & lights applicable to 200 mtr ship.
9.Colregs RV. ( I started narrating rule 19 a, b, c then he jumped to narrow
channel.
10. Criteria to abandon the ship ( i said damage stability booklet, closest stage,
survival capabilities, Time left, slavage tugs availability, shore based ETS technical
Assistance service opinion etc..
Thats all i remember, but for many questions , when u start answering in correct
manner, he will jump to other,, such many questions i dont remember.....my
humble request Mr.Khaleel who was the observer and next candidate may notify
as such if he remembers....
One kind suggestion to ASM group Mr.Arvind Shankar, if ASM group consist of
few passed out candidates would be more effective...Make groups accordingly..

External:Capt.DK
Date:07-Sep-2018
1.Master duty on time charterer
2.3off sick and evacuated at sea, duties of Master
3.difference between flag state and port state
4.III CODE
5.A3 and A4 gmdss requirements
6.Why Indians are loosing job
7.Dep port, pilot damaged jetty whos responsible? and who pays for the same?
8.cert of registration uses??
9.How u go for renewal survey on safety radio?
10.functional requirements of SMS
11.Towage in coastal and high seas?
12.Diff btwn bunker and CLC
13.MSDS uses?
14.diff btwn note of protest and letter of protest?
15. 20 years old chemical tanker what all surveys in dry dock?
16.Early morning 2am 2nd mate calls master in a close quarter situation , target
vsl on port bow and a buoy on stbd bow-action as master?
[1:22 PM, 7/9/2018] +91 95513 55067: 17.On high seas u see a yellow
mark bouy -action?
18.who issues port clearance and validity?
19.Master and pilot exchange duties?
20.What is compulsory pilot?
21.What is unseaworthy as per Ms act
22.agent not available, how u get port clearance?
23.prior signing BL checks?
24.tell some clauses on BL.

Page 54 of 62
Oral Question by Capt Deepak Kapoor
Capt. Deepak Kapoor.
Duration : 1235 – 1315
Pass

1. List of conventions ratified by India

2. What are the duties of Master at sea? How will you prepare your vessel
for emergencies?
3. Crew complaining about quality of food. What will you do?
Wants to hear monetary compensation for such cases in MS act
4. Prepare your vessel for PSC inspection. Actions incase of a detention.
5. Safe manning certificate. Under which regulation. Who issues safe manning
certificate for Indian vessels?
6. Load line convention. Type A and Type B ships. Conditions for assigning
freeboard. Why is oil tanker assigned lesser freeboard?
7. Difference between Enhanced survey and special survey.
8. What surveys are carried out in the engine room for a 15-year-old oil
tanker during renewal survey?
9. Constructional requirements for oil tanker
10. Certificates required as per SOLAS
11. How will you prepare your vessel for Safety Construction survey?
12. PMS for LSA
13. PMS for radio equipments. PMS for antennas and battery room
14. Frequency of abandonship drill. How will you carry out an abandonship
drill?
15. Masters obligation incase of distress alert received
16. What is MLC. How will you ensure that MLC requirements are observed
onboard. Onboard complaint procedure
17. Third officer is sick. How will you assign navigation watches? Important
rules to be observed during navigational watch. How will you do navigational
watch as a master?
Wants to hear rest hours
18. Second officer calls you when target vessel is at 5 cables on port bow and
crossing and collision like situation. Actions.
Wants to hear turning circle and five short blasts
19. Contents of BL. Clauses in BL. Both to blame collision clause. What is
Clause paramount ?
20. How will you load cargo onboard your vessel in a Time charter party?
21. Duties of master as per Hague, Hague Visby, Hamburg rules. Liability limits
as per these rules.
22. Marpol annexes applicable for Oil tanker. How is annex 6 important? What
methods are being adopted onboard to reduce the sulphur cap to 0.5% ? What
methods are adoped onboard to reduce GHS
23. Civil Liability and fund convention.What must be maintained onboard to
comply with these conventions

Page 55 of 62
Oral Question by Capt Deepak Kapoor
Wants to hear insurance
24. What is OPA 90? Summary and where applicable?
25. What is MS act? Summary of MS act.
26. Panama registered vessel. Register as Indian vessel. How will you do ?
27. Importance of Certificate of registry
28. Uses of tonnage certificate. Who will issue tonnage certificate in India?
29. Types of insurance. What is H&M and P&I?
30. Shipping casualty as per MS act. What is marine casualty? Casualty
covered in Marine casualty which is not mentioned in shipping casualty?
Environment pollution
31. Wreck removal convention. Duties as per master. Who will receive the
wreck? Duties of wreck receiver.
32. Difference between towage and salvage. What is hybrid LOF. Why are
ship owners disagreeing with article 13?
33. CSR , what all will be recored, as per which rule ?
34. How will you comply with Solas Chapter 9?

[5:51 PM, 7/8/2018] +91 98413 69468: Date:06.08.2018

Candidate:shibu Babu
Ext:capt Deepak Kapoor
Type:container ship
Attempt:01
Result:Fail
1.registration of Indian ship
2.Who carries out carving of the ship
3.conventions applicable for container ship
4.what are things you will consider while carrying a perishable cargo on board
5.how is multimodal transport different from Rotterdam rules
6.how will u carry out a special survey in a 30 yr old container ship
7.difference between Hague visby and hamburg rules
8.your 2/0 calls you in the midnight and reports a vessel 0.6nm on your port
bow , what action will u take as a master , same situation the target vessel is
now at 0.2 nm.
9.above situation your vessel collided and sustained major damage and other
vessel becomes a wreck ,action as master
10.things turned out to normalcy , all above conditions were repaired now your
company has asked to carry out an ism review , how will u go about it ?
11.fire protection requirements and Lsa requirements on a container ship
12.Fixed fire fighting device on container ship
13.difference between rescue boat and fast rescue boats
14.Which ships will have fast rescue boats
15. watchkeeping standards as per stcw2010
16.mlc requirements onboard your vessel
17.what is a provisional certificate and a temporary pass

Page 56 of 62
Oral Question by Capt Deepak Kapoor
18.general average and particular average
19.something regarding llmc , I didn understand the question
20.ship station licence , who issues it ?
21.shipping Casualty and marine casualty
22.what casualty code and few questions on it
23.bill of lading,what is through bill of lading
24.what is ESP
25.master on time chartered vessel , how will u prepare vessel upon owners
interest
26.benefits on Indian flag ships
And few more questions I don’t remember
2. Who carries out marking of the ship

Date:06.08.2018
Ext:capt Deepak Kapoor
Type:oil tanker
Attempt:01
Result:Fail
1.how will u ensure MLC implemented onboard
2.onboard grievance procedure/grievance redressal mechanism
3.mlc2016 amendments
4.crew requirements for shore leave
5. SID
6 . Required qty for ships to carry Provisions and water
7.prepare for SMC intermediate survey
8.Structure of SMS
9.Memorandum,recommendations ,condition of class
10 interim class
11.ESP and special survey difference
12.Prepare for PSC inspection
13.fire fighting systems provide in e/room
14.survial crafts in oil tankers
15.Why some liferafts doesn't require servicing even for 30 mnths ?
16.Annual servicing on rescue boats
17. Diff in Safety radio cert and radio station license
18.svdr requirements
19.what factors are your main concern when making passage plan?
20.How will you train the cadets with respect to safety of navigation
21.buoyage system A&B
22.time charter party clauses
23.How will u exercise maritime lien if crew wages were not paid for several
months
24.what is subrogation
25.General average and particular average

Page 57 of 62
Oral Question by Capt Deepak Kapoor
External- Deepak Kapoor
Attempt- 1
Result - fail
Date - 06 Aug 2018
1. What is maritime legislation, tell me the structure and application of it
2. Functional requirements of fire fighting appliances as per solas chapter 2
3. What is special survey and ESP, special survey and renewal survey difference
4. Various conventions and codes adopted by IMO and difference between code
and convention
5. Various clauses of charter party, explain clause paramount, both to blame
collision clause, 3/4th collision clause, sue and labour clause,
6. What is SUA convention and it's principle
7. You have pirates onbd and action as master, he changes the scenario now
pirates onbd and all naval forces have surrounded your action now
8. Resolution number adopted by IMO wrt to PSC and the principle behind it
9. You have PSC onbd ur actions and how will u prepare ur crew for inspection
10. Prepare ur vsl for SMC survey
11. What is notice of abdonment
12. Fire fighting appliances required on a chemical tanker
13. What is the fixed fire fighting appliance on a engine room of ur chemical
tanker
14. What certificate u need wrt fixed CO2 in engine room and what all fixed fire
fighting system was available on your last ship
15. U have 4 parcels of x category cargoes to be loaded from Europe to
America, ur action
16. What all parameters u will check on a passage plan from Mediterranean to
Baltic sea
17. Vsl in Gibraltar strait ur obligation as a master then he added a high speed
craft on ur stbd bow and a passenger vsl on stbd quarter overtaking u it action
18. Now he changes the entire scenario into RV and ask who is the give way
and stand on- I said no stand on or give way in RV all are give way vsl but he
was not happy with it
19. What is the objective of LOF and SCOPIC, what does article 13 and 14
deals with

The first two or three questions is the deciding factor rest all he will ask for
digging u.. don stop answering he wants u to keep talking and he wants u talk
about section and resolution alot
His way of questioning will change by the presence of internal

DATE : 06/08/2018
SURVEYOR: CAPT Deepak Kapoor
Type of ship: LPG

Page 58 of 62
Oral Question by Capt Deepak Kapoor
Attempt :1
1) What are u interests as master wrt Hong Kong convention
2) U hve finished ur dischg ops at chennai , as a master what will u prepare
before taking the ship to scrapyard
3) U r completing ur final voyage before the scrapyard can PSC still inspect ur
ship in the last port, and areas of concern for inspection
4) statuatory duties as a master wrt MS Act
5) contents and importance of ship station Licence
6) unberthing a ship at port with strong winds and current and same with poor
visibility and also wat r the ror rules applicable inside the port
7) prepare for Safcon/SEQ and SRT survey
8) procedures to renew the certificate of fitness certificate in DD
9) What r the checks to carry out wrt to cof on gas tankers
10) POB,entering the port and buoy damaged , legal actions wrt master
11) how will u ensure SMS is complied on board the ships
12) diff b/w NOP and LOP
13) clean B/L and it’s significance
14) wat is Safe port and unsafe port
15) contents of form R ( Safety radio certificate)
16) contents of form E ( SEQ)
17) diff types of pilotage
18) finished cargo ops at port
Wrt master how will u prepare ur ship for departure
19) departure port,zero visibility,POB,charterers pressure , how will u go abt as a
master
20) 3/off not reported frm shoreleave actions a s master
21) significance of certificate of registry and its significance
22)responsibilities of master in voyage charterer,time charterer
23)Legal relationship between master and pilot
24)how will you ensure seaworthiness on high seas?
25)Situations wrt buoyage systems
26)30 year old gas tanker entering Indian port,obligations as a master .
27)importance of inward and outward customs ,duties as master
28)what is a safe berth ?
29)duties of master in case of shipping casualties with relevant sections of ms
act
30)difference between towage and salvage.
31)when does towing becomes salvage ?
32)importance and responsibilities as master wrt rule 34
33)annex 6 ,areas of concern for master
03.07.18
External : Capt DK

Assignment : How to renew your Certificate of Fitness (Chemical ) in Dry Dock .

Page 59 of 62
Oral Question by Capt Deepak Kapoor
1.As per ISM masters responsibility
2.How will you renew your SMC
3.What is DOC ? It’s validity ? Issuing authority n procedures for the same .
4.What is Expanded PSC inspection ? In detail
5.What is the purpose of PSC ?
6.What is detainable deficiency and action as a master after ship is detained ?
7.Examples for Detainable deficiency ... as per SOLAS chapter wise ....except
ch 8 ...
8.Structure of MOU’s & it’s purpose?
9. As a master how effectively you can use MOU ... and appealing procedures ?
10. How PSC is targeting the ships for inspection?
11. As a master how will you make sure effective functioning of ISM ?
12. Structure and elements of ISM in general
13. What is Certificate of Registry and it’s significance?
14.How will you carry out SAFCON / SEQ / SRT in Chemical tanker...
15. Renewal of SAFCON for 15 year old Chemical tanker
16.Prepare a Chemical tanker for loading 5 different parcels ?
17. Cargo not in COF .. action as a master
18. Different types of Chemical tanker ?
19. IBC ch 16, 17 & 18 in general
20.P & A Manual contents in brief
21. Time charter and voyage charter
22. Checks to be carried out while signing BL in Chemical tanker on Time charter
vsl.
23. Different types of trading license
24. Cabatoge law ? Why ?
25. How port dues are paid ? Basis on what
26. Int’l tonnage Certificate?? Under which convention the certificate issued ?
27. Vessel arriving Port of chennai ? Master obligation ?
28. In above condition vessel went aground With Pilot onboard ...master
obligation
29. W r t above Salvage , Towage ?
30. Vessel aground and cause damage to the buoy ? Whose is liable and some
light on LLMC & CLC ?
31. ROR : crossing suitation ... should answer in Capt DK style
32. Important Rules as a master
33. Narrow channel : Manouvering sound signals
34. How will you train your cadets w r t Colregs ?

Result : Pass

[8:31 AM, 5/7/2018] Srivatsavan Naryanan: Date:03 July 18

Result: passed
Page 60 of 62
Oral Question by Capt Deepak Kapoor
1) How master implement ism on board a ship?
2) certificates on gas tankers?
[8:41 AM, 5/7/2018] Srivatsavan Naryanan: 3) lsa requirement on gas
tankers?
4) gas tankers precaution in voyage charter party
5) murder on board. Actions?
6) wreck removal ? Who will pay?
7) 3rd officer I'll and can't keep watch. What is ur actins?
8) what rules are important for u as a master for keeping a watch?
9) how many annexes are there in colregs?
10) vessel aground actions and lights?
11) certificates in gas tankers w.r.t marpol.
12) which convention covers release of lpg vapors from the ship?
13) what r the limitations of hns conventions and whether it is in force?
[8:46 AM, 5/7/2018] +91 98403 69781: Can anyone post M.S. ACT
please
[8:52 AM, 5/7/2018] Srivatsavan Naryanan: 14) sailing vessel and p.d.v
right ahead and actions?
15) lights of the same?
16) ffa requirement of
gas tankers specific?
17) psc scope convention?

18) how will they decide for expanded inspection?

19) how will u take over as master on board a long ship?

20) care of cargo in lng ship?

21) detainable definitions as per ll, solas and mlc?

External: Capt.DK
Internal : Capt.Das
Date : 03 July 2018
Attempt: 2

Asked about the type of ship sailed and what was wrong in your last attempt.
Written test on SAFCON survey on LNG carrier.

1. What all surveys to be carried on a LNG carrier

2. Why is Dry dock survey necessary
3. Surveys to be carried on DD of an LNG carrier
4. What is anti fouling and how you prove you are complying with the
convention, expecting about docs that ship should posses

Page 61 of 62
Oral Question by Capt Deepak Kapoor
5. How PSC will identify substandard ships
6. Significance of COR
7. How it is evident for PSC that you are in compliance of ISM
8. MARPOl annexes applicable for a LNG carrier
9. How as a Master you Ll ensure that you will comply with MARPOL
10. Obligations of Master as per MS act
11. LNG carrier grounded what will you do as a Master
12. Cadet was reported not returned back from shore leave prior departure,
actions as Master
13. Conditions of freeboard assignment for a LNG carrier
14. Does it fall under Type A or Type B
15. Unberthing of your ship with pilot onboard, 2 tugs
16. What type of investigation carried out by flag state
17. PI and FI who carries it out
18. How as a Master you Ll ensure the ship is seaworthy

Date :02-July-2018
Attempt - 3
External : Capt Das
Internal : Capt Bhardwaj
Result : Pass

1. Certificates required as per ism ?

2. Ship owner gives a bulk carrier ship to management company , who will issue
doc , what is the procedure ?
3. Certificate of registry
4. When owner sells the ship what happens to the certificate of registry ?
5. What is the procedures of getting the ship in to classification
6. Action on sighting ice ? How will identify the ice ?
7. U are joining a ship as master in bulk carrier , what all will u check ?
8.hazards of bulk carrier and precautions
9.Alternate hold loading
10. Marpol annex 6 ?
11. EEDI and EEOI ?

In general cross questions and discussions in each topic .

Page 62 of 62