168 Questions-Nadeem Anwer

Master’s Oral Questions
1. What ship certificates would you expect to find on :-
a) a 1590 GRT mini-bulker
Certificate of British Registry; Cargo Ship Safety Construction

Certificate, Cargo Ship Safety Equipment Certificate, Cargo Ship
Safety Radio Certificate (or Cargo Ship Safety Certificate in lieu),
International Oil Pollution Prevention Certificate, International Air
Pollution Prevention Certificate, International Sewage Pollution
Prevention Certificate (new ships), Engine International Air
Pollution Prevention Certificate, International Loadline Certificate,
International Tonnage Certificate, ISM Document of Compliance
and Safety Management Certificate, Safe Manning Document,
International Ship Security Certificate
b) a 900 GRT oil-rig supply vessel carrying bulk brine

International Noxious Liquid Substances Certificate, International
Tonnage Certificate, ISM Document of Compliance and Safety
Management Certificate, Safe Manning Document, International
Ship Security Certificate, Dangerous Goods Document of
Compliance.
c) a 15000 DWT chemical tanker

International Ship Security Certificate, International Certificate of
Fitness.
d) a 200000 DWT crude oil tanker built in 1980

International Tonnage Certificate, Oil Pollution Insurance
Certificate, ISM Document of Compliance and Safety Management
Certificate, Safe Manning Document, International Ship Security
Certificate.
e) a large cruise liner
Certificate of British Registry; Passenger Ship Safety Certificate,

International Ship Security Certificate
2. (a) In what circumstances must you send a navigation warning?
SOLAS requires the Master to send navigation warnings if on

meeting :- 1) Dangerous Ice, 2) a dangerous derelict, 3) any other
direct danger to navigation e.g. container, NUC ship, large log, unlit
fishing vessels, 4) a tropical storm, 5) subfreezing temperatures
associated with gale force winds causing severe ice accretion on
superstructures or 6) Winds of Beaufort Force 10 and above for
which no storm warning has been received.
(b) Who must you address it to?
Ships in the vicinity and the competent authorities.
(c) By what means must you transmit it?

By all means at the Master’s disposal. Prefix with Securite.
3. What spare official forms could usefully be carried onboard a UK

ship?
Official Log Book, GMDSS Logs, Crew agreements, Articles,

Garbage Logs, Oil Record Book, MAIB Forms etc. Most forms will
be found on vessels QES system.
4. What are the differences between an IMO-adopted and

unadopted Traffic Separation Scheme?
IMO approved schemes are adopted and come into force 6 months
after adoption by IMO. Rules for navigation in an adopted scheme
are as in COLREGS Rule 10. Unapproved schemes may lie totally in
national waters and are unadopted. Decisions concerning routing in
such schemes lie with the coastal state government. National rules
may therefore differ from the international rules.
5. (a) Where would you find a list of all Traffic Separation Schemes,
both adopted and unadopted?
Annual Notice No. 17 in the Annual Summary of Notices to

Mariners. Unadopted schemes are marked with an asterix.
(b) How can you ensure that this list is up to date?
By correcting it with the Weekly Notices to Mariners.
(c) In what other publications is information published about

Traffic Separation Schemes?
Admiralty Charts, Ships Routeing, The Mariners Handbook, Sailing

Directions, Admiralty Mariner’s Routeing Charts.
6. After abandoning your ship during a major fire, and having been
rescued by another ship, what action would you take?
Muster of survivors, liase with Master re. Unaccounted persons,

ensure welfare of crew. If all crew are rescued, cancel Mayday
message. Advise Master or rescue vessel to put out navigation
warning concerning dangerous derelict. Contact owners and arrange
Next of Kin notification, contact MAIB within 24 hours, preserve
evidence such as OLB and deck logbooks and make entry in each
concerning the abandonment including position and description of
casualty, warn crew about giving statements without my
authorisation. Write full report of the incident and ask others to do
the same.
7. What action would you take if, on joining the ship that was not
due for its Safety Equipment Survey for another 6 months, you
found that some aspects of the lifesaving or fire fighting
appliances were not in good order?
Raise a non-conformity in accordance with company SMS

procedures. Either make good the defects before sailing or apply to
the MCA for a general inspection and get the MCA’s written
approval to sail
8. When must your steering gear be tested?
SOLAS requires steering gear to be tested before departure (not

more than 12 hours before). Emergency steering procedures must be
tested every three months. Vessels on trips of short duration must
test Steering gear weekly.
9. While on a 1 year time charter, running between the Persian Gulf

and Japan, your Safety Equipment Certificate becomes due for
renewal in one months time. What action would you take?
Arrange renewal survey with MCA. Only initial survey needs to be

performed by MCA. Renewal survey maybe performed by
classification society. There should be no problem in getting class to
attend the vessel in Japan or the Gulf. Owners will arrange and pay
for surveys.
10.(a) What is the purpose of an OPIC certificate?
Oil Pollution Insurance Certificate – a certificate of insurance or

other financial security in respect of civil liability in event of oil
pollution damage. Proves, the vessel is covered and satisfies the
requirements of the International Convention on Civil Liability for
Oil Pollution Damage 1969. Required by tankers carrying >2000 t of
Persistent oil.
(b) When is it to be produced by the Master?
On arrival or departure from any port or terminal, to customs or any

state or harbour official requesting it.
(c) How is an OPIC certificate obtained?
Owners apply to the MCA enclosing documentary proof that an

insurance policy exists. Proof is normally shown by a blue certificate
issued by the owner’s P&I club.
11.What OLB entry must be made on the change of Master?
Offgoing Master should make an entry in the narrative section to the

effect that he has delivered to the new Master all the documents
relating to the ship and the crew. Both he and the new master should
sign this entry. The new Master should add his name and certificate
number to the list on the front cover.
12.Who would you inform after :-
a) spilling bunkers in a foreign port?
Harbour authorities, ships agent, P&I club correspondent, Ships

Owners/managers. Make a report to the port state administration.
b) Sustaining collision damage at sea in way of a bunker fuel

tank?
MAIB, send a pollution report (HS report – Harmful Substances –

see MGN 242) to the coastal state. Report to the owners and
charterers.
13.What are the contents of a certificate of British Registry?
Official Number, IMO Number, Radio Call Sign, Name of Ship, Port
of Choice, Type of ship, Method of Propulsion, engine make/model,
total engine power in KW, length, breadth, depth, register tonnage,
GT, NT, year of build, date and time of issue of certificate, date of
expiry, instructions as to what to do if the ship is lost or ceases to be a
British registered ship, or if the certificate is lost, stolen defaced or
damaged; warning note to the effect that the certificate is not proof of
ownership, address of RSS, on the reverse - ownership details of the
ship (share owners names and addresses and number of 64 th shares
owned by each).
14.What are the contents of an International Tonnage Certificate?
Ships particulars; length, breadth and moulded depth; GT and NT,

On reverse – list of spaces measured in the computation of GT and
NT including the location and length of each space. Also under NT,
the number of passengers in cabins with not more than 8 berths, the
number of other passengers and the moulded draught. Date and
place of original measurement, date and place of last previous re-
measurement.
15.What surveys or inspections are required by the Load Line

legislation?
Initial (before issue), renewal survey (at intervals not exceeding 5

years), Annual survey (+/- 3 months of the anniversary date of the
certificate).
16.What items come into the scope of the Load Line Periodical
Inspection?
Hatchways; openings in the ship’s side below the freeboard deck and
in the sides and ends of enclosed superstructures;machinery casings,
companionways and deckhouses;freeing port shutters; ventilators
and air pipes; special fittings for ships marked with timber load
lines;any departures from recorded conditions of
assignment;positions of load line marks and deck line.
17.What is a classification society ?
Classification societies publish rules for the construction,

maintenance and operation of ships. They verify compliance through
surveys. Compliance assures assignment and maintenance of class
by the society.
18.What is the purpose of ship classification?
It is a requirement of hull and machinery insurers, P&I clubs, ship

financiers and cargo insurers. It is also useful in sale and purchase.
Class is linked with statutory certification. If a ship has her class
withdrawn, she will normally lose her statutory certificates (cargo
ship safety construction certificate covers much the same as the class
survey).
19.What are your legal obligations on receiving a Mayday signal

from a nearby ship?
To proceed with all speed to the assistance of the persons in distress,

informing them or the SAR service, if possible that the ship is doing
so. An entry must be made in the OLB and GMDSS logbook of the
receipt of the distress signal. Entries should be made fully describing
any assistance given.
20.(a) When are you released of your obligations?
If requisitioned, you can only be released on being informed by the

persons in distress or the SAR service or by the Master of another
ship which has reached the persons in distress and informed you that
assistance is no longer necessary.
(b) What OLB entries must be made concerning distress signals?
On receipt of a distress signal – the details of the call; if a call is

received but the ship is unable or in the special circumstances of the
case, the Master feels it is unnecessary or unreasonable, an entry
must be made stating the reason for failing to proceed. OLB entry
necessary if vessel is requisitioned and when released. A record must
be made in the OLB of every signal of distress or message that a
vessel, aircraft or person is in distress at sea.
21.What SOLAS certificates would you expect to find on your next

ship?
Passenger Ship Safety Certificate, Cargo Ship Safety Construction

Safety Radio Certificate, Cargo Ship Safety Certificate, Safe
Manning Document. Also Exemption certificates.
22.What action would you take regarding a seaman who was drunk
onboard?
a) on duty.
Ensure the safety of the ship, personnel and the seaman himself.
Remove the seaman from duty and substitute another seaman. Have
the seaman sobered up. Discipline the seaman in accordance with
the Merchant Navy Code of Conduct.
b) off duty
Ensure the safety of the ship, personnel and the seaman himself. If
there was no threat to safety, take no action beyond an informal
warning unless the company’s rules prohibits alcohol. Give a drug
and alcohol test before the seafarer starts work again.
23. a) Under what circumstances would you note protest?
In every case of General Average, After wind or sea conditions

encountered may have damaged cargo. After wind or sea conditions
encountered may have caused failure to meet a canceling date. After
cargo is shipped in a condition that is likely to deteriorate on the
voyage. After the ship has been damaged through any cause. After a
serious breach of the charter party by the charterer or his agent e.g.
sending vessel to unsafe port or refusal to load. After the consignee
fails to discharge or take delivery of the cargo or fails to pay the
freight etc.
b) How would you note protest?
Master should go to a notary public or other authorized person. He

should be accompanied by one or more witnesses (crew) who have
knowledge of the facts. Have with him the OLB, deck log and all
relevant information surrounding the event to being protested. Make
a sworn statement before the notary who will enter it in the register
of protests. Purchase at least three certified copies of the protests
(owner, average adjuster and ships files). Pay the notarial fee and
obtain a receipt.
c) What is meant by “extending protest”?
It is necessary to extend protest when it is impossible to ascertain the

full extent of the loss or damage when first noting protest. Further
facts may have to be added to the original protest. E.g. after a
surveyors report.
24.Under what circumstances would you write a letter of protest?

When cargo is loaded too fast or too slow. When stevedores are
damaging the ship or mishandling ship’s equipment. When the cargo
specification is wrong. When there is a discrepancy between the
ship’s and shore cargo figures. When the berth or fendering
arrangement are inadequate. When dock workers are misusing
ship’s equipment and are ignoring duty officer’s advice, or are
urinating in cargo spaces. When passing vessels cause ranging, wash
damage etc. when loading / discharging. In any other situation where
the master wishes to formally record his dissatisfaction or
disapproval of arrangements over which the other party has some
control.
25.What surveyors would you expect to come on board following a

general average act, such as a tow into a port of refuge following
collision?
Average adjustors – they will make an estimate of the total value of

loss or damage and advise the shipowner of the rate of contribution
required from each party. Classification society surveyor may also
be present to issue interim certificate of class so that the voyage can
be continued.
26.What are the offences a UK master can be fined up to £250,000 on

summary conviction?
Breach of MS Act 1995 – illegal discharge of oil pollutants in UK

national waters. Breach of Regulations 12 (breaking rules re.
Machinery space oil), 13 (tanker breaking discharge criteria) or 16
(discharging in special area) of the MS (prevention of oil pollution)
Regualtions 1996.
27.What is the difference between summary conviction and

conviction on indictment?
Summary conviction is a conviction by magistrates following a trial

using summary procedure and is used mainly for minor offences. No
jury sits, so the judges decide questions of both law and fact.
Sentencing powers are limited by statute. Conviction on Indictment
follows a trial in a more senior court where the accused is indicted to
appear before a jury of 12 people. The jury decide questions of fact,
the judge deciding questions of law only. The court procedure is
sometimes called solemn procedure. Prison sentences are limited by
statute but fines are unlimited.
28.What documents should be returned to the MCA if a UK ship is

sold to a foreign owner?
Certificate of registry, official log book, GMDSS Logbook.
29.What reports would you make if you lost a container load of

chemicals in drums overside in bad weather?
A dangerous goods (DG) report and marine pollutants (MP) report

as described in MGN 242 to nearest CRS or coastguard station. A
report to MAIB of the loss of cargo overboard and the possibility of
serious harm to the environment. Report to the owners and
charterers. Agent at destination port should be advised in order to
notify receivers. Navigation warning should also be broadcast.
30.What is the procedure for reporting to customs on arrival in a UK

port from abroad?
Close the bond and tally the contents. If customs board on arrival,
they will normally ask for the reports (Masters declaration, crew
declaration, cargo declaration and passenger return) on boarding. If
they do not visit, you must deliver the report only to the designated
place in the port e.g. customs office, harbour master, police or agent
etc. Report must be made within three hours of the ship reaching its
berth. If at anchor within port limits – within 24 hours of arrival.
31.When are light dues paid and on what basis are they calculated?
Payable on a total of 7 voyages per year. Not necessary on more than

one voyage per month. 40p per NT with minimum charge per voyage
of £60. maximum fee is £16,000 per annum. Regional collectors
employed by the Institute of Chartered shipbrokers will collect the
dues
32.a) What are the functions of a Lloyds Agent?
Agents are established in numerous ports world-wide, to protect the

interests of Lloyd’s underwriters and act in their interests. They
collect and transmit information of likely interest to the Lloyd’s
market and insurers worldwide - have a very thorough knowledge of
local facilities and customs. Duties includekeeping Lloyd’s informed
of the latest information regarding movements of ships and cargoes,
strikes, port congestion, bad weather and all other matters of special
interest to underwriters; Appointing surveyors to survey damage to
vessels and cargoes on behalf of underwriters. Issuing certificates of
sea damage; and rendering assistance to masters in cases of wreck,
damage to ship or cargo, and difficulties arising in connection with
payment of port disbursements. Also conduct draft surveys, bunker
surveys, ship damage and collision surveys, on-and-off-hire condition
surveys, pre-shipments surveys and cargo out-turn surveys.
32.b) When are you required to report to a Lloyd’s Agent?
The Notice of Claim and Tenders Clause in the Institute Time

Clauses – Hulls (1/10/83) requires that in any circumstances that may
result in a claim on underwriters relating to ship, cargo, bunkers,
etc., the nearest Lloyd’s Agent must be informed if the vessel is
abroad.
33.Before offering to tow a disabled ship, what factors would you

consider?
Consider whether the contract of carriage (C/P or BOL) permits

vessel to engage in towage. Are there sufficient bunkers and FW
aboard. Is there a possibility of missing a canceling date in the
charter party. Does the nature of the cargo permit lengthening the
voyage. Is the ships machinery of adequate power and construction
for towing. Is the value of the tow plus her cargo of enough value to
merit a salvage service.
34.What are the main benefits of using a Lloyds Open Form?
Owner of property is protected by a “No cure – No pay” principle.

Contract can be made in a few minutes over the radio. Salvor retains
a lien on the salved goods and property. Parties involved know an
experienced arbitrator will hear the claims. There is an agreed
appeals procedure.
35.What are the MCA’s recommendations regarding the use of

Halon fire appliances?
Annex VI of MARPOL states that new installations containing
HCFC’s are permitted until 1 January 2020. The deliberate emission
of ozone depleting substances which include halons is prohibited.
36.What special documentation is required in a ro-ro ferry

concerning sailing drafts and stability?
A special additional Freeboard Sheet AFS/RO/89. Since certain

extra stability details are required to be recorded when a ro-ro ferry
departs, the sheets printed in the OLB cannot be used. These form
an annex to the OLB.
37.a) Which ship’s must carry a Certificate of Fitness?
Gas Carriers and Chemical Tankers. If built after 1 July 1986, ships
have an International Certificate of Fitness; others have a certificate
of Fitness.
37.b) What is the period of validity of Certificate of Fitness and who

issues them?
5 years subject to annual and intermediate surveys as described in

MSN 1751. May be extended for up to three months. Issued by the
MCA. Annual surveys may be undertaken by classification society.
38.a) What are the contents of a Passenger Ship Safety Certificate?
Name of ship, ON, POR, GT, sea areas in which ship can operate,
IMO number, date keel laid, certifying statement that ship has been
surveyed in accordance with SOLAS and that the survey showed the
ship complied with SOLAS requirements as regards : structure,
main and auxiliary machinery, boilers, watertight subdivision
arrangements, (subdivision loadlines detailed on cert), structural fire
protection, fire safety systems and appliances and fire control plans;
LSA and equipment of lifeboats, liferafts and rescue boats, LTA,
radio installations used in LSA, radio installations, navigational
equipment, pilot embarkation arrangements and nautical
publications, lights, shapes, means of making sound and distress
signals and all other respects. Any exemption certificates. Expiry
date, place and date of issue, surveyors signature, name and MCA
stamp. Supplemented by record of equipment. Space for any
extension.
38.b) What is the difference between a Passenger Certificate and a
Passenger Ship Safety Certificate?
Passenger certificate only required for UK ships operating on

domestic voyages. PSSC is a SOLAS requirement whereas a PC is a
UK government requirement for a non-SOLAS passenger ship
stating max PAX within specified plying limits.
39.a) For what reasons may most SOLAS Certificates be extended?
Any certificate covered by the HSSC may be extended for a period of

up to 3 months in order that a renewal survey can be carried out.
E.g. ship is delayed to arrival of survey port.
39.b) Which statutory certificates cannot be extended?
Cargo ship safety construction certificate, Certificate of Fitness for

the carriage of Liquefied Gases or Dangerous Chemicals in Bulk.
39. c) How would you make a request for an extension to the validity
of a SOLAS certificate?
The Master should send a written request to the MCA by telex or fax
stating ship’s identity, certificates concerned; when/where the
renewal survey was due to be held; the reason why the survey must
be delayed; where/when the survey can now be held; and his personal
confirmation that the items covered by the surveys due are in good
order.
40.a) What are the usual contents of an Exemption Certificate?
The identity of the particular regulation(s) (or parts thereof)

exempted from; the alternative arrangements and conditions
imposed by the flag state administration; surveyor’s signature, port,
date, official stamp.
40.b) In respect of which regulations are modern merchant ships

most likely to hold an Exemption Certificate.
Omission of radio direction finder equipment and 2182khz homing

receiver. Also, if nav lights cannot be located in positions specified
by COLREGS eg. Supply ships.
41.a) In what circumstances might an interim Certificate of Class be
issued?
When a classification society’s surveyor can confirm that repairs or

surveys have been carried out to his satisfaction, and that he
considers the ship to be in a fit and efficient condition to continue her
voyage. An interim certificate of class is in effect a certificate of
seaworthiness.
41.b) What are the contents of an Interim Certificate of Class?
Summary of class and statutory surveys held or work carried out,

with status e.g. complete; date of completion of the survey or the
work; list of any items credited for the hull and/or machinery special
survey or Continuous Survey of Hull; the surveyor’s
recommendations for continuance of class, any “conditions of class”
now imposed’ any “conditions of class” deleted; the surveyors
signature, port and date.
42.From whom would you seek advice regarding the appointment of

a suitable surveyor to issue a Certificate of Seaworthiness
following minor hull damage?
The Lloyds agent – established throughout world in ports. They will

arrange surveyor.
43.What is a possessory lien, and how could you exercise it on behalf
of the owners?
In common law a carrier by sea has a possessory lien on goods in his

possession in three cases:- To recover unpaid freight; To recover
expenses incurred in protecting cargo (since the master may have
acted as an agent of necessity for the benefit of the cargo owner); and
To recover a General Average contribution due from cargo (although
in practice cargo is normally released once a General Average bond
or guarantee has been signed).
44.What action would you take if a consignee failed to produce an

original bill of lading at the discharge port?
Instruct the agent to inform the receiver so that no cargo can be

discharged until either an original Bill of Lading is presented or an
acceptable letter of indemnity is given by the receiver. The P&I club
correspondent should also be informed.
45.What must a shipper make available before you load dangerous
goods:
a) in bulk liquid form
Specific manifest must be provided setting out details from the

shipping documents of the dangerous goods being carried. Must
include correct technical name, classification within the IMDG code,
mass or volume and details of stowage location in the ship. Manifest
or stowage plan must be kept onboard until discharged. Notification
should also include flashpoint (if under 60 degrees) and contact
details of the company supplying the cargo. In addition, the ship
must carry and additional documents specified by the Bulk cargoes
code, the BCH code, IBC code, IGC code or Gas Carrier code. These
may include certificates of a test of the substance or certificate of
fitness.
b) in packaged form (e.g. in a road tanker or a container)
A dangerous goods / marine pollutants manifest, stowage plan or list

must be issued. As well as any additional special documents required
for the acceptance of goods. A container or vehicle packing
certificate signed by the person who stowed the goods must be
provided. Dangerous goods declaration must include proper
shipping name, class and division, UN No., packing group, type and
number of packages, total quantity of dangerous goods or net
explosive content, MP if appropriate, any other info required by the
IMDG code, date of preparation of declaration, name and status of
signatory, their company, postal, e-mail, telephone no., and fax no.,
of the person from whom detailed information about the packaged
goods may be obtained.
46.What documents must you make out after shipping dangerous

goods?
Dangerous cargo lists, copies of manifest and copies of stowage plan.

One copy of manifests to be signed by master and returned to agent.
Spotting plan should be made out on a container ship.
47.a) What are the differences between “dangerous goods” and

“marine pollutants”?
Dangerous goods are classified in the IMDG code, IBC Code or IGC
Code as dangerous for carriage by sea, and any other substance
which the shipper has reasonable cause may meet the criteria for
such a classification.
Marine pollutant is a substance classified in the IMDG Code or as a

noxious liquid substance in the IBC code, oil as defined in MARPOL
Annex 1 and any other substance that the shipper believes might
meet the criteria for such classification.
47.b) Where would you find a list of all recognized “marine

pollutants”?
Volume 2 of the IMDG Code. Indicated by word “Marine

Pollutant”.
48.a) There is no section of the ORB specifically for recording

bunkering operations. Where would you record these?
Details of fuel oil bunkering operations should be recorded in the Oil

Record Book part 1 in the “Additional operational procedures and
general remarks” section. Place, time, date, type and quantity of fuel
oil bunkered should be included.
48. b) Where must the master’s signature appear in the ORB?
Each completed operation must be signed by the officers in charge of

the operation concerned. Each completed page must be signed by the
Master.
48.c) For how long must an ORB be kept onboard?
ORB must be preserved for three years after the last entry has been
made.
49.a) Who can demand to see the official logbook?
To the RSS; an MCA Superintendent; a Proper Officer; an MCA

Surveyor; or a Customs Officer. In practice shown to any foreign
state/ port official who demands it.
49. b) How would you correct an erroneous entry in the OLB?

With a further entry. Incorrect entry should be left as it is and
another entry should be made referring to the mistake e.g. “in the
line above, for “Smith”, read “Jones”.
50.a) What should be done with a deceased seaman’s gear?
Master should detail two officers to tally and pack the gear ready for
returning to the Next of Kin via the agent at the next suitable port.
One copy should be packed with the gear and one inserted in the
OLB (as an annex). Customs may check gear before landing.
50. b) What should be done with a deceased seaman’s wages and

account of wages?
Master should make up the seaman’s wages and overtime, and draw
up an Account of Seaman’s wages (ASW/2) in accordance with the
MS (Seaman’s wages and accounts) regulations. The account should
be sent to a Superintendent or Proper Officer and the wages to the
Next of Kin
51. A seaman seems to have deserted in Bangkok. What would you

do before sailing?
Contact agent. Agent will be responsible for repatriating seafarer if

he turns up within three months. Check Safe manning Document to
see if vessel can legally sail without the seaman. Contact the DPA
who may have to arrange permission from the MCA to sail. Ensure
Superintendent or proper officer informed of seamans name, home
address, name and address of Next of Kin, ship’s name, date left
behind, place he was left behind and if known, his present
whereabouts. Also inform of employers name and address and
employer’s agent details. Log in the OLB details of the event
including the fact that the proper officer has been informed of the
seaman’s disappearance. Discharge the seaman from the crew
agreement, catalogue and land his gear and sign on a replacement.
52.a) What accidents must be reported to the MAIB?
Any accident leading to death or serious injury, if it involves a UK

ship (anywhere) or any other ship in UK waters. Hazardous
incidents may also be investigated such as man overboard, shifting of
cargo, loss of cargo or unintended transfer of ballast causing a list.
52. b) What over occurrences does the MAIB require Masters to
report?
Loss or abandonment of vessel or to her suffering material damage;

any stranding, collision, fire, explosion or major breakdown; any
incident causing harm to any person or the environment; and any
incident which might have led to injury or which hazarded the ship.
53. What is an average bond?
A signed undertaking by cargo receivers stating that, in return for

delivery to them or to their order of the goods noted in the bond, they
agree to pay the proper proportion of any General Average charges
(and salvage or special charges) which may thereafter be ascertained
to be due from the goods.
54.Two seamen ask you to arrange the election of a safety

representative for the crew. What would you do?
MS (Health and Safety at Work) Regulations require the Master of a

ship with more than 5 crew to arrange an election of a safety
representative if the crew want one and request an election. COSWP
advises the Master should organize an election within three days of
being requested by any 2 persons entitled to vote. Candidate with
most votes is elected. They must have at least two years sea service
and if on a tanker, have 6 months service on tankers.
55.During a life-extension refit, a new funnel is fitted different in

shape to your old one. What would you do?
Additional survey may be required for SOLAS certificates such as

cargo ship safety construction and Loadline Certificate. Contact the
DPA and the Flag State to arrange a survey or approval. Ensure
same markings as old funnel are applied to the new funnel. Radars
and Magnetic Compass. International Tonnage
56.a) What ships must carry an OPIC?
Ships carrying 2000 tonnes or more of persistent oil in bulk as cargo.
56.b) What ships must carry an IOPP?

Tankers of 150GT and over and other ships of 400 GT and over on
international voyages.
56. c) What ships must carry a UKOPPC?
UK ships of the above tonnages which do not trade on international

voyages.
57.What is persistent oil?
Persistent oil is defined broadly as all hydrocarbon mineral oils,

residual oil (residues of distillation of or refining of crude oil) and
whale oil.
58.How would you engage three “flying fitters” (seagoing

maintenance gang)?
On ALC1(b) (list of exempt crew). Any of them who are under 18

should also be listed on ALC1(c).
59.What are MFAG’s and EMS?
Medical First Aid Guide for use in accidents involving dangerous

goods and; Emergency response procedures for ships carrying
dangerous goods – The EMS Guide. Both are supplements in the
IMDG Code.
60.a) Where and when is a tanker checklist required?
This is a joint list provided by the terminal and which is signed by a

ship and the terminal rep. Must be used prior to loading,
discharging, ballasting, tank cleaning and gas freeing when
alongside. Checklist is adapted when at sea.
60. b) What does a tanker checklist contain?
All the general precautions to be taken prior to any of the above

operations. E.g. sufficient personnel, warning notices displayed, FFA
in readiness, moorings taut, agreed communications, safe lighting, no
naked flames, cargo tank lids closed, lines properly set, drip trays in
use, air conditioning on re-circ, safe ship-shore access, main radio
aerials earthed, scuppers plugged etc.
61.What elements must be present in a salvage case to qualify for a
reward?
There must be a peril; the salved property must be a recognized

subject of salvage; the salvage service must be a voluntary act; and
the salvage service must result in success (salved property must be
saved).
62.If a MCA surveyor decided that you were dangerously unsafe to

proceed to sea without serious risk to human life, what would you
do?
Discuss with the surveyor the findings, and then consider whether his
findings are justified. I would then Contact the DPA and advise him
of the situation. Immediately arrange to have the defects repaired or
rectified. Before a ship is released from detention, the detaining
officer or another MCA official on his behalf will issue to the master
or the owner’s agent or representative a Notice of Release from
Detention under the Merchant Shipping Acts (MCA form MSF
1702). This states that the detaining officer is satisfied that the
defect/s found in the (named) ship has/have been rectified, apart
from those defects (if any) which are listed, and that the ship can now
be released from detention.
63.What does a port state control inspection consist of, and where
would you expect to have one?
The inspection, which is normally unannounced, will consist of a visit

onboard the ship to check the certificates and documents listed in
Annex II of MSN 1775. The Port State Control officer will also check
that the crew and the overall condition of the ship, including the
engine room and accommodation and including hygienic conditions,
meet generally accepted international rules and standards. In the
absence of valid certificates or documents or if there are clear
grounds for believing that the condition of the ship or its equipment,
or its crew does not substantially meet the requirements of a relevant
instrument, a more detailed inspection will be carried out. You
should expect a PSC in any ship not subject to a mandatory
expanded inspection and which has a target factor of more than 50 in
the SIRENAC database, provided that at least one month has elapsed
since its last inspection in the MOU region.
64.What are prohibition and Improvement notices and who can issue
them?
The Merchant Shipping Act 1995 provides that if any activities which
are being or are likely to be carried out on board any ship and an
inspector is of the opinion that, if so carried out or is likely to be
carried out, the activities involve risk of serious personal injury, or of
serious pollution, the inspector may serve on the person a Prohibition
Notice stating that the specified activity must cease immediately or by
a certain date.
The Act also provides that if an inspector (MCA or HSE) appointed

under section 256(6) is of the opinion that a person is contravening
one or more of the relevant statutory provisions, or has contravened
one or more of those provisions in circumstances that make it likely
that the contravention will continue to be repeated, he may serve on
that person an Improvement Notice which may state what date the
certain activities should be remedied by. E.g. badly rigged
accommodation ladder.
An Improvement or Prohibition Notice may include directions as to

the measures to be taken to remedy any contravention or matter to
which the notice relates, and may give a choice between different
ways of remedying the contravention or matter. There is a right to
appeal by employment tribunal.
65.While discharging, cargo damaged by water is discovered in your

lower hold. What would you do?
Ascertain the type of water, extent and cause of the damage. If it was
sea water damage from extremely severe weather, the Master should
note protest. This may help resist damage claims. Similarly, if the
water damage is caused by fire extinguishing medium whilst fire-
fighting, general average could be claimed. In any case, the
charterers should be informed, as should the local agent and the P&I
Club correspondent who may arrange for an independent cargo
surveyor to inspect the damage.
66.a) When and where can you pump machinery space bilges?
Bilge water must not come from cargo pump room bilges. Must not
contain cargo residues. Must be proceeding on voyage. Oil content
without dilution must not exceed 15ppm. Ship must have in
operation oil filtering and oil content measuring equipment and
alarm devices. Oil filtering system must be equipped with a stopping
device. Total ban in Antarctic areas. Processed bilge water may be
discharged in special areas as long as the conditions above are met.
66. b) In what sea areas may a large ship pump bilges?
In all areas except the Antarctic providing the above conditions are
met. Cargo hold bilge water should be checked prior to pumping to
ensure it does not contain any oil residues or other pollutants. If it
does, it must be pumped into the cargo hold bilge holding tank and
must pass out through the oil filter system before discharge
overboard.
67.a) Where may garbage be discharged at sea?
Dunnage, lining and packing materials which will float may be

disposed of 25 nautical miles or more from the nearest land.
Unground or uncomminuted food wastes and all other unground or
uncomminuted garbage including paper products, rags, glass, metal,
bottles, crockery and similar refuse may be disposed of 12 miles or
more from the nearest land. Ground or comminuted food wastes and
all other ground or comminuted garbage including paper products,
rags, glass, metal, bottles, crockery and similar refuse may be
disposed of 3 miles or more from the nearest land.
67. b) Where may garbage not be discharged into the sea?
Plastics must never be dumped into the sea. In special areas (other
than the Wider Caribbean region), food wastes may only be disposed
of without grinding as far as practicable and at least 12 nautical
miles from the nearest land. In the wider Caribbean area, food waste
may be disposed of if ground as far as practicable from land by in
any case, not less than three miles from the nearest land. No other
garbage may be dumped in a special area. Nothing maybe dumped
in the Antarctic S of 60.
67. c) To what particle size must food and other waste be ground up
where required?
Must be ground down to pass through a screen with openings of no

more than 25mm.
68.What documentation is required when loading a bulk grain
cargo?
Ship must possess a document of authorization as required by the

International Grain Code issued by the certifying authority. Must
also possess stability information and cargo loading manual.
69.What would you do if your charter party was at variance with

your crew agreement?
Employer will be in breach of contract with the crew members if

charter party requires vessel for example to proceed to an area not
covered by the crew agreement. Crew agreement may therefore limit
the terms of the charter party. Contact the charterer and the DPA to
seek clarification. If the crew agreement needs to be changed, the
proposed changes need to be agreed by the Unions and Employer and
then submitted to the MCA for their approval.
70.What nautical publications must be carried onboard?
Annual Summary of Admiralty Notices to Mariners;International

Code of Signals; Lists of Lights; Lists of Radio Signals; Mariners’
Handbook; Merchant Shipping Notices, Marine Guidance Notes and
Marine Information Notes; nautical almanac; navigational tables;
Notices to Mariners; operating and maintenance instructions for
navigational aids carried by the ship; Sailing Directions; tidal stream
atlases; and tide tables. Plus any requirements required by ISM e.g.
guide to port entry etc.
71.What action would you take if you discovered a stowaway

onboard?
1. The owner or manager (DPA) should be contacted. The owner will

normally contact the P&I club to decide on a course of action. The
P&I correspondent at the next port will advise what information will
be required by port State and other officials. 2. An entry should be
made in the OLB recording the discovery. 3. The compartment in
which the stowaways were found should be searched. 4. Their
clothing should be searched for indications as to their origin. 5. The
agent at the next port should be contacted and instructed to advise
the appropriate authorities. 6. Each stowaway found should be
individually interviewed in order to establish: name; date and place
of birth; nationality; name, date and place of birth of stowaway’s
parents; postal and residential address of the stowaway and either
parent; passport or seaman’s book number, together with date and
place of issue; and next of kin details. 7. The Stowaway Details Form
in MGN 70 should be completed and copied by fax or e-mail to the
agent and P&I correspondent at the next port of call. 8. Photographs
of each stowaway should be taken and transmitted to the P&I club
correspondent; these may enable travel documents to be obtained
more quickly on the ship’s arrival. 9. All stowaways should be
housed in some part of the crew accommodation which can be locked
when necessary. 10. The stowaways should not be locked in their
accommodation when the vessel is at sea and well clear of land unless
they are considered a threat to the safety of the ship or personnel on
board. Consideration should be given, however, to the possibility of
unguarded stowaways launching a liferaft or boat in an attempt to
reach land. 11. The stowaways should be locked securely in their
accommodation when the vessel approaches any port or nears any
land. 12. The stowaways should be provided with adequate food,
water, sanitary facilities, etc. 13. The stowaways should be treated in
a humane manner. 14. The stowaways should not be made to work
for their keep. 15. The stowaways should not be signed on the Crew
Agreement and should not be entered on any List of Crew. A
“Stowaway List” should be made recording any known particulars,
ready for production to port officials. 16. Evidence of costs relating
to the stowaway case, such as fuel, insurance, wages, stores,
provisions and port charges, should be gathered to support the
owner’s claim on his P&I policy. 17. Full details of all events and
particulars relating to the stowaway incident should be recorded in
the OLB, if necessary in an annexed document.
72.What action would you take if you found a boatload of refugees in

distress at sea?
The master of any ship encountering people under such

circumstances is under a statutory obligation to render assistance to
them. When migrants are taken on board, the following matters
should be addressed as priorities: Communication should be
established with the group. Health problems, e.g. dehydration,
hypothermia, malnourishment, should be addressed. Radio medical
advice should be sought where necessary. Precautions should be
taken against the spread of infectious disease where this is a
possibility. Food, drink, clothing, shelter, and washing and toilet
facilities should be provided. Emergency procedures should be made
familiar to the refugees.
The accepted international practice is that migrants rescued at sea
should be disembarked at the next scheduled port of call, where the
port State should admit them until their status can be determined
and they can be either resettled or repatriated. Masters should have
access to the Guidelines for the Disembarkation of Refugees, which
state: 1. When a vessel picks up refugees at sea, it should normally
proceed to the first scheduled port of call, informing the ship’s agent
of the number of refugees the vessel has on board and the
circumstances of their rescue. 2. The agent should in turn inform the
port and immigration authorities of the situation, requesting
permission for the ship to enter the harbour, 3. The agent should
also inform the local UNHCR office and the diplomatic
representative of the country whose flag the ship is flying. 4. Should
the ship be flying the flag of a country in a position to resettle
refugees, the diplomatic representative of that country will inform
the local authorities of his government’s willingness to accept the
refugees for resettlement, normally within 90 days of their
disembarkation. 5. If the vessel flies a flag of an open registry, or a
flag of a country which cannot reasonably be expected to accept
refugees for resettlement, UNHCR will contact countries which have
contributed to a special pool of resettlement places to provide
disembarkation guarantees and share responsibility for subsequent
resettlement. 6. Once the guarantee has been conveyed by the
relevant diplomatic mission to the local authorities, immigration and
UNHCR officials will board the vessel to interview the refugees.
Upon completion of the interviews, the refugees will be allowed to
disembark, and they are no longer of concern to the vessel. 7. Upon
disembarkation, each refugee will be examined by the local health
authorities and given medical assistance as necessary. UNHCR
covers all care and maintenance expenses.
The following information is generally required at all ports before
permission for the disembarkation of refugees can be granted and
should be radioed or cabled to the next scheduled port of call as soon
as possible: name of the rescuing ship; flag and port of registry of
rescuing ship; name and address of ship’s owner; owner’s agent at
next port;estimated date and time of arrival at next port; exact
number of refugees on board;date, time, latitude and longitude at
time of rescue; and state of health of refugees on board and whether
they are in need of emergency medical treatment upon arrival.
Disembarkation of refugees will usually be hastened if a list of their
full names, by family groups, showing date of birth, nationality and
sex, is typed out and handed to the authorities.
73.What is an INLS certificate and what vessels require one?
The INLS Certificate certifies inter alia that the ship is suitable for
the carriage in bulk of the noxious liquid substances listed in the
certificate, provided that all the relevant operational provisions of
Annex II to the Convention are observed. The list of noxious liquid
substances which the ship is certified to carry is entered by the MCA,
together with any conditions of carriage (with tank numbers, etc.), as
well as a key to the conditions of carriage and a tank plan.
An INLS Certificate is required by any ship carrying in bulk noxious

liquid substances or unassessed liquid substances unless it holds a
Certificate of Fitness as a chemical tanker (in which case the COF is
endorsed with the INLS survey details). Such ships will generally
include oil / products tankers, dry cargo ships with deep or dedicated
cargo tanks for the carriage of MARPOL Annex II substances, and
offshore supply vessels carrying Annex II substances such as zinc
bromide brine and sodium silicate solution. Gas carriers also require
an INLSC if carrying any MARPOL Annex II substance, e.g. in deck
tanks.
74.What is the procedure for loading “Marine Pollutants”?
If goods are dangerous goods or marine pollutants, a Dangerous

Goods/Marine Pollutants Note with Container Vehicle Packing
Certificate is issued before any loading commences. They must be
properly labeled, marked or placarded. This is then checked using
Dangerous Cargo Manual and IMDG code to ensure safe stowage
and location in accordance with the IMDG code. The declaration
must show their correct technical name;their UN number, if any; for
any solid bulk dangerous goods, the classification as listed in the
IMDG Code; and for liquid dangerous goods with a flashpoint below
60C (closed cup), the flashpoint. The vessel must hold a Document
of Compliance with the special requirements for ships carrying
dangerous goods; and a Dangerous Goods or Marine Pollutants
Declaration (as appropriate) incorporating a Packing Certificate.
Finally a marine pollutants list, stowage list and spotting plan will be
produced and carried by the vessel.
75.What documents must you obtain before loading dangerous

goods?
A dangerous goods declaration and a vehicle / container packing
certificate must be supplied by the shipper. Maybe called a
Dangerous Goods Note.
76.Your ship is fully converting to GMDSS. What new arrangements

would you expect to see onboard
For a vessel operating in A1, A2 and A3 sea areas, the vessel must be
equipped with :- VHF R/T, VHF DSC, VHF DSC Watchkeeping
receiver, SART, NAVTEX receiver, EGC equipment and printer if
outside NAVTEX coverage, 406MHz float free EPIRB, MF R/T with
DSC, MF Watchkeeping receiver dedicated to 2187.5 KHz,
INMARSAT Mobile Earth Station, MF/HF R/T with DSC (scanning
watch) plus NBDP. GMDSS logbook must be kept and all operators
must hold a GOC.
77.What information is contained in a Dangerous Goods Note?
Document should show the following details: proper shipping name;

class and division where applicable; UN Numbers; where relevant
the packaging or packing group;the number and kind of
packages;total quantity of dangerous goods or net explosive mass of
the contents; the words MARINE POLLUTANT where appropriate;
and any other information required by the IMDG Code. This
document (which is usually known as a “Dangerous Goods Note”)
must be combined with the dangerous goods declaration, marine
pollutants declaration or combined dangerous goods/marine
pollutants declaration.
78.Having been given a dangerous goods note, how would you find
out how to load and carry the particular cargo mentioned in it?
I would consult the IMDG code for particular stowage and carriage
requirements. I would ensure that its positioning did not conflict
with other IMDG items currently onboard. I would also consult the
Dangerous Cargo Manual for company specific instructions. If the
dangerous goods were in a temperature regulated unit or a controlled
tank container, I would ensure that the vessel received copies of the
operating instructions and any reporting requirements.
80.What personnel require a Dangerous Goods Endorsement to the

certificates?
The four senior personnel serving on gas carriers, chemical tankers
and oil tankers are required to hold the appropriate DCE. Also, any
person with immediate responsibility for loading, discharging and
care in transit or handling of cargo on tankers
83. What categories of rating are stipulated by the MCA in safe

manning scales?
Ratings may hold either a navigational watch rating certificate or an

engine watch rating certificate. Deck ratings are either grade 1 (hold
an AB Certificate) or grade 2 (holds an EDH Certificate and has
completed basic training plus at least 6 months sea service). GP
ratings are trained in both departments holding each certificate –
there are again 2 grades of GP Ratings. There is no subdivision of
engineering ratings. Finally there is a category of trainee rating.
84. Where can manning scales be found for supply vessels, standby
vessels and small coastal vessels?
All manning scales can now be found in MSN 1767. On any ship, this
can be verified by checking the Safe Manning Document.
85. Where can the scales of certified officers be found for dry cargo
vessels and tankers?
MSN 1767 contains tables showing appropriate manning levels for

deck officers and engineers on ships of various sizes and registered
power in the unlimited and near-coastal trading areas.
86. How can a shipowner determine the number of deck officers to

be carried in a passenger ship?
Manning levels, even for officers, are now a matter for the company
to decide, with guidance from the MCA (see MSN 1767) on minimum
safe manning levels. The MCA will consider a ship to be safely
manned if the crew includes sufficient officers and ratings with
appropriate skills and experience to ensure that Principles of Safe
Manning can be followed. These Principles, which are contained in
IMO resolution A.890(21) – see Annex VI of SOLAS, should be
consulted by companies and others when determining safe manning
levels. This contains the following principles: Maintain safe
navigational, engineering and radio watches in accordance with the
STCW Convention, and also maintain general surveillance of the
ship; moor and unmoor the ship safely;manage the safety functions
of the ship when employed in a stationary or near-stationary mode at
sea; perform operations, as appropriate, for the prevention of
damage to the environment;maintain the safety arrangements and
the cleanliness of all accessible spaces to minimise the risk of fire;
provide for medical care on board ship; ensure safe carriage of cargo
during transit; and inspect and maintain, the structural integrity of
the ship. The ability to: operate and maintain all watertight closing
arrangements, and also deploy a competent damage control party;
operate and maintain all on-board fire-fighting and emergency
equipment and life-saving appliances, and muster and disembark all
persons on board; and operate the main propulsion and auxiliary
machinery and maintain them in a safe condition to enable the ship
to overcome the foreseeable perils of the voyage.
87. What documents form a Register of Lifting Appliances?
Certificates of : (1) Test and Thorough examination of lifting

appliances, (2) test and thorough examination of derricks used in
union purchase, (3) test and thorough examination of loose gear; and
(4) test and thorough examination of Wire Rope.
88. What official lists of crew must be maintained in a typical

merchant ship?
(1) A list of crew who are parties to the crew agreement; (2) a list of
crew who are exempt from the requirement to sign a crew agreement
e.g. the Master, wives, riding teams etc., and; (3) List of young
persons under 18 who are employed onboard.
90. On which document should the Master sign on?
On the List of Crew who are Exempt from the requirements to sign a
Crew Agreement (ALC1(b)).
91. Who must the Master notify of changes in a list of crew?
The Master must always notify the employer (the owner) within three
days of any changes to the list of crew. This must be delivered to an
MCA superintendent immediately (owners copy) if the ship is lost or
abandoned. RSS Cardiff can demand to see the list and this must be
delivered within 28 days of the request. If a list of crew ceases to be
in force, it must be delivered to an MCA superintendent or a proper
officer. Similarly, the owner must deliver a copy of the List of Crew
of each vessel to an MCA superintendent at six monthly intervals and
these must show all the crew changes that have happened during this
interval.
92. What is the scope of an initial Safety Construction Survey?
Structural strength, peak and machinery bulkheads and stern tubes;

watertight bulkheads, decks and inner bottoms; watertight decks,
trunks, tunnels, duct keels and ventilators; watertight doors; ballast
and bilge pumping and drainage arrangements; main machinery;
means of manoeuvring and going astern; boilers and other pressure
vessels; boiler feed systems; steam pipe systems; air pressure
systems; cooling water systems; oil and gaseous fuel installations;
lubricating and other oil installations; remote control of propulsion
machinery from the bridge; steering gear; ventilating systems in
machinery spaces; protection against noise; communication between
engine room and bridge; engineers’ alarm; spare gear; UMS; closing
of openings; electrical installations: main source of electrical power
and main switchboard; lighting systems; emergency and transitional
sources of power and emergency switchboards; location and
construction of cables; general precautions against shock, fire and
other hazards; electrical equipment in hazardous areas and spaces;
anchors, anchor handling equipment and chain cables; emergency
towing arrangements. Additional items for tankers:- location of
spaces; cargo tank ventilation; ventilation of pump rooms and other
enclosed spaces; inerting, ventilation and gas measurement; access to
spaces in cargo tank area.
94. What occurrences may render a statutory certificate invalid?
(1) expiration of the certificate; (2) if the MCA believe that the
certificate was issued on false or erroneous information and (3) since
any survey required by the regulations, the structure, equipment or
machinery has sustained damage or is otherwise deficient.
95. What is the legal difference between a British Ship and a United
Kingdom ship?
Although both ships fly the red ensign and have their national
registers controlled by the department of transport, only ships
registered in England, Scotland, Wales or Northern Ireland classify
as United Kingdom ships. British ships may be registered in the UK,
the Crown Dependencies (Jersey, Guernsey and the Isle of Man) or
the UK Overseas Territories (Anguilla, Bermuda, British Antarctic
Territory, British Indian Ocean Territory, British Virgin Islands,
Cayman Islands, Falkland Islands, Gibraltar, Montserrat, Pitcairn
Island, St. Helena and Dependencies, South Georgia and the South
Sandwich Islands and Turks and Caicos Islands.
96. What two types of approved crew agreements can be used on UK

ships?
A BSF agreement (similar to the old NMB agreement for “federated

ships”); or an NFD Agreement (a “minimum terms” agreement).
Whichever type is used, it may be either a voyage agreement or a
running agreement, or, in special case, indefinite agreement.
97. (a) What are the major differences between the two crew
agreements?
BSF agreements are often used for the employment of officers

whereas NFD agreements are usually used for ratings and hotel staff.
BSF agreements contain a clause relating to the Merchant Navy Code
of Conduct though there is no such clause in an NFD agreement
(though it may be annexed). BSF agreements also contain the NMB
conditions that were in force on the 30 th September 1990. The NFD
agreement has fewer standard terms than the BSF agreement.
Voyages and Notice clauses are written in on the BSF agreement. On
an NFD agreement, this is a standard printed clause. BSF agreement
also contains clauses pertaining to keeping crew accommodation
clean and tidy ready for Masters inspections.
97. (b) What is an unlimited crew agreement?
An MCA approved crew agreement that may be applied for by

owners and runs without limit of time, i.e. not closed at the end of
any particular period so long as the crew maintain a regular
duty/leave rota. It is especially suitable for ferries. They protect
employers from high repatriation costs since a seaman may give
notice at any time, irrespective of the location of the ship.
97. (c) What are the differences between a running agreement and a
voyage agreement?
A voyage agreement is appropriate for a ship that is not continually

manned with a full crew. It is opened when the crew sign on at the
start of a voyage and closed when the crew sign off at the end of the
voyage, following which the ship might lay up in port for some time
not manned for sea. Running agreements however, are for ships that
are continually manned for sea, and run consecutively, i.e., as soon as
one Running Agreement closes, it is replaced by a new one which can
be opened whether the ship is in port or at sea at the time. Most UK
ships are now on running agreements. Running agreements may run
for 12 months (6 months on ferries) whilst voyage agreements may
run for 24 months.
98. If there was insufficient space in your OLB for a long narrative
entry, what would you do?
The report should be made on a separate document (an annex) giving

it a reference number e.g. annex no. 1. This should then be attached
to the OLB, e.g. by stapling it inside the back cover. An entry should
then be made in the narrative section of the OLB referring to the
existence of the annex, e.g. “for report of collision dated…, see annex
no. 1 attached”.
99. (a) What details appear on the special page in the OLB for load
line details?
Positions of the deck line and load lines – T, S, W, WNA, Timber T,

S, W, WNA. Allowance for Fresh water for all freeboards other than
timber (and for timber). Upper edge of deck line from where
freeboards measured. Maximum draft in summer.
99. (b) When must the loadline details be completed?
To be recorded before the ship leaves any dock, wharf, harbour, or

other place for the purpose of proceeding to sea.
100. a) What entries must the Master make on the outer cover of the
OLB?
Name of ship, POR, ON, GT, NT, name and address of registered
owner or manager. Masters name and certificate number. Date and
place of opening the OLB.
100. b) When would you close an OLB, and to whom would you send
it?
Master is required to deliver the OLB to the appropriate
superintendent or proper officer within 48 hours of discharge of the
last person remaining on the crew agreement or as soon as
practicable thereafter. If the ship carries only a list of crew, when it
first calls at a port more than 6 months after the first entry in the
OLB. Should there be a pending wages dispute, appeal against a
fine, or an entry relating to a fine against which the time for notice of
appeal has not expired, the delivery of the OLB may be delayed for 7
days, or until the proper officer has determined the dispute or
appeal.
101. Which documents must be sent to an MCA superintendent or a

proper officer at the expiry of the crew agreement?
The crew agreement, the Official Logbook, Radio Log sheets and any
OLB Annexes to the nearest Marine Office superintendent in the UK
or to the nearest Proper Officer abroad within three days of the crew
agreement being closed.
102. (a) What is the legal significance of Merchant Shipping (M)

Notices?
MSN’s contain mandatory information, in many cases being the

technical details of SI’s. These in turn are brought into effect by acts
of parliament and it is an offence not to comply with them.
102. (b) what is the legal significance of Codes of Practice?
They provide guidance, advice and general principles to be followed

to minimize risk to ships and personnel. Such advice is contained in
the Code of Practice for the safe loading and unloading of bulk
carriers, Code of practice for cargo stowage and securing. Although
it is not mandatory to comply with the codes of practice, if an
incident occurred and it could be demonstrated that this would not
have happened if the Code of practice had been followed, a court of
law might not look as favorably on the defendants case.
103. How should you dispose of out of date pyrotechnics?

MGN 256 contains the MCA’s advice on methods of disposal ashore
of out-of-date pyrotechnics. Expired pyrotechnics should be disposed
of ashore by one of the following means:- returning them to the
supplier, directly or via the supplier’s local representative;
requesting a liferaft service station in the UK or overseas to accept
any of the ship’s out-of-date pyrotechnics when liferafts are being
sent ashore for servicing; liferaft service stations deal with the
disposal of expired pyrotechnics on a regular basis and have
arrangements locally to do this;contacting the local Coastguard, who
will be able to arrange disposal through a military establishment.
104. What document other than a Dangerous Goods Note, must be in

the master’s possession before loading dangerous goods?
A Document of Compliance with the Special Requirements for Ships

Carrying Dangerous Goods as described in MGN 36 must be carried
onboard. It certifies that the ship meets fire protection requirements
of SOLAS and the MS (Fire Protection: Large Ships) Regulations
with respect to fittings and equipment.
105. What are the sea areas in the GMDSS?
There are four GMDSS sea areas, which are arranged according to
range of equipment/system in use as follows:-
Area A1 is an area within coverage of at least one VHF coast
station in which continuous DSC alerting is available, i.e. approx. 20-
30 miles, or line-of-sight, from coasts (but see note below).
Area A2 excludes Area A1 but is within coverage of a shore-based
MF coast station operating in the 2-3 MHz band in which continuous
DSC alerting is available, i.e. approx. 100 miles
Area A3 excludes Areas A1 and A2 but is within coverage of an
INMARSAT geostationary satellite in which continuous alerting is
available
Area A4 excludes Areas A1, A2 and A3 but covers the remaining
sea areas of the world, i.e. mainly the Polar regions.
107. What are your statutory duties following a collision with another
ship?
So far as I am able to without danger to my ship, crew or passengers,

I must render all practicable and necessary assistance to save the
other ship, crew and passengers from danger. I must stay by the
other ship until he has ascertained that it has no need of further
assistance. Finally, I must give the other ship’s Master my Ship’s
name and the names of its last port and next port. I will be liable to a
£50,000 fine if I do not comply with this.
108. (a) What actions would you take to protect your owners’
interests following a collision with another ship?
Firstly, I must comply with my statutory obligations as detailed

above. I should always obtain the assistance and advice of the P&I
club’s local correspondent who are experts in loss prevention
procedures and will always suggest appropriate ways to safeguard
the owner’s interests and limit his liability. I would inform the owner
or manager, as appropriate; and inform the P&I club’s local
correspondent, who will advise on the best action to take in the
owner’s interest in the circumstances. Generally, liability should
never be admitted to any other party. A P&I club may advise the
master of a ship damaged in collision with another vessel, if able and
justified, to serve written notice on the master of the other vessel as
follows:
Dear Sir
Re: Collision Damage
With reference to the collision which occurred between our
respective vessels on 1st April 1997 at 0635 hours Local Time, I
hereby give you, on behalf of my owners and their underwriters,
formal notice holding you and your owners solely responsible for all
loss or damage whatsoever sustained by my owners in consequence of
the collision.
Please inform your owners immediately so that they and their
underwriters can take steps to carry out a joint survey on my vessel,
m.v. Hard Luck, in order to establish extent and quantum of damage.
Please let me have the name of your vessel’s agents. My vessel’s
agents are Seaville Agencies Ltd.
Please acknowledge receipt of this letter on the enclosed copy.
Yours faithfully
(signed)
John Perfect
Master, m.v. Hard Luck (Port of Registry: Glasgow; Flag: UK)
Copies to owners, local P&I club correspondent, agents.
Should I receive a similar notice holding myself and my owners

responsible for damage to the other vessel, I should reply denying
any liability but accepting any invitation to attend a survey on the
other vessel without prejudice. The owner, agent or master should
take steps to have other the vessel arrested pending payment of
security up to the limit of liability. Alternatively, the owner may
decide on an arbitration agreement using Lloyd’s Form. In order to
give the owner’s solicitors enough information to pursue the claim, a
full report should be drawn up describing all events leading to the
collision including extracts of logbooks, charts and course recorders
etc. All evidence gathered should be stored securely until it can be
passed to the company’s P&I club or solicitors. I would warn crew
members of the importance of not giving statements to any person
other than those lawyers and investigators acting for the owner. I
should be able to ascertain the identity of these persons from the P&I
club correspondent.
108. (b) What actions would you take to protect your owners’
interests following a collision with a fixed object?
As above – contact the P&I agent and make a collision report. Any
report should include the following :- deck and engine room log
books, movement books and contemporaneous notes;graphs and
print-outs from bridge equipment in use such as course recorder,
echo sounder and sat-Nav; statements from all witnesses to the
collision including, where possible, pilots, tugmasters, etc.; full details
of both ships, including names (correctly spelt), ports of registry, call
signs and gross tonnages; exact location of the collision; exact time of
the collision, stating whether UTC (GMT) or local time; difference
between bridge and engine room clocks;estimates of speeds and
courses of both vessels at the time of impact;estimates of angle of
impact (this may have to be estimated by an expert surveyor);charts
in use before and up to the time of the collision (unaltered and
unerased);weather and tide conditions at the time of the collision;
list of all navigation equipment in use at the time of the collision;
records of all signals and communications made between the
colliding ships (and any other ships in the vicinity) prior to the
collision;names and positions of other ships in the vicinity at the time
of the collision;details of any pilotage or vessel traffic control in
operation at the time of the collision;in the case of a collision
involving a moored vessel, details of moorings deployed.
108. c) What actions would you take to protect your owners’ interests
following the discovery of stowaways onboard?
Contact the owner or manager who will normally contact the P&I
club to decide on a course of action. The P&I club’s correspondent
serving the next port will normally be contacted by the club
managers. The correspondent will advise what will be required by
port State and other officials. The compartment in which they were
found should be searched. Any documents or articles of clothing, etc.
may give an indication of their place of origin. Their clothing should
be searched. The agent at the next port of should be contacted and
instructed to advise the appropriate authorities. Each stowaway
found should be individually interviewed to establish: name; date
and place of birth;nationality; name, date and place of birth of
stowaway’s parents; postal and residential address of the stowaway
and either parent; passport or seaman’s book number and details;
and NOK details. The Stowaway Details Form in MGN 70 should be
complete and sent to the agent and the P&I club correspondent at the
next port. Photographs of each stowaway should be taken and
transmitted to the P&I club correspondent; these may enable travel
documents to be obtained more quickly on the ship’s arrival. All
should be housed in some part of the crew accommodation which can
be locked when necessary. They should not be locked in when the
vessel is at sea unless they are considered a threat to the safety of the
ship. Consideration should be given, however, to the possibility of
unguarded stowaways launching a liferaft or boat in an attempt to
reach land. They should be locked securely in their accommodation
when the vessel approaches any port or nears any land. They should
be provided with adequate food, water, sanitary facilities, and be
treated in a humane manner. They should not be made to work for
their keep and should not be signed on the Crew Agreement or any
List of Crew. A “Stowaway List” should be made recording any
known particulars, ready for production to port officials. Evidence
of costs relating to the stowaway case, such as fuel, insurance, wages,
stores, provisions and port charges, should be gathered to support
the owner’s claim on his P&I policy. (The owner’s costs associated
with the landing of stowaways are usually recoverable from his P&I
club.) Full details of all events and particulars relating to the
stowaway incident should be recorded in the OLB.
108.d) What actions would you take to protect your owners’ interests
following the discovery of a shipment of hard drugs onboard?
With at least one other officer, record the position of the shipment
and take photographs. Make a detailed record of the discovery of the
drugs in the OLB, noting: time and date of the discovery; location in
which the package was found; approximate quantity of the substance
or number of packages; names and rank of the finder; the names
and ranks of all witnesses; reason why the finder was in the location.
Inform the shipowner or manager and the P&I club correspondent at
the next port. Also, inform the agent at the next port requesting him
to inform the appropriate shore authorities. Retain the packages in a
secure place (e.g. ship’s safe or bond locker), and ensure that the P&I
club correspondent and agent are aware of their retention so that
they can inform the authorities. If necessary, search other locations
for further caches. Do not permit crew to go ashore on arrival until
authorised by the appropriate authorities. When handling the
packages: wear skin protection and a face mask; do not smoke,
inhale or taste fumes or powder;wash hands and brush clothing
clean as soon as possible afterwards. P&I clubs generally advise that
if drugs are discovered on board by port officials, the master should
co-operate fully with the authorities and seek help from the club’s
local correspondent to ensure the owner’s interests are protected.
The P&I clubs also stress the importance of taking all possible
precautions to avoid the concealment of drugs on board, especially
when trading to the USA. Many shipowners participate in the US
Customs’ Sea Carrier Initiative Program in which each participating
carrier undertakes to take reasonable precautions against the
concealment of drugs on board its ships. Although participants
cannot be exempted from statutory sanctions any penalty for a
participant will be limited if drugs are discovered on board by US
Customs, and the existence of an agreement, and the carrier’s proven
adherence to it, may be important in mitigating any fine if drugs are
found on the vessel or in the possession of a crew member.
Participating companies should therefore maintain a well
documented and enforced system of security, training and instruction
on board ship. If a seafarer was found to be co-operating with those
supplying the shipment, he should be disciplined in accordance with
the merchant navy code of conduct.
109. What are the functions of the Salvage Association?
The SA is an association of surveyors, renowned for its integrity and

impartiality, with headquarters in London and offices in several
major ports worldwide. It investigates casualties in which
underwriters have an interest, and will act for Shipowners, P&I
clubs, average adjusters, solicitors, government departments,
merchants and manufacturers. Once instructed, the SA will
investigate the circumstances of a casualty or cargo damage,
determine the cause and extent of any damage, and provide the
owners and underwriters with information and recommendations for
the protection and preservation of the interests of all parties.
It also conducts pre-risk surveys and condition surveys which are

basically pre-voyage inspections (e.g. of a heavy lift ship deck cargo)
to ensure that all proper arrangements have been made to minimise
risk of accident on a voyage, and issues warranty certificates stating,
for example, “warranted approval of tug, tow, towage and stowage
arrangements by S.A. and all recommendations complied with”. The
SA’s warranty will usually make insurance easier to obtain from
underwriters.
It can assist in the negotiation of repair contracts, checking cargo in

congested port areas or cargo stranded ashore, and survey and
approval of lay-up sites and arrangements. The services offered by
the SA can be summarised as casualty management and risk
management. Casualty management (cargo) encompasses: damage
surveys and investigation, casualty coordination, GA surveys, third
party liability surveys, advice on underwater location and recovery,
hull or machinery surveys, advice on damage limitation and
mitigation of loss, and speed and angle of blow surveys. Casualty
management (hull) encompasses: damage surveys, speed and angle of
blow surveys, advice on repairs and costs, preparation of repair
specifications, negotiation of repair accounts, advice on salvage
operations and wreck removal, casualty investigation and co-
ordination, damage engineering, third party liability surveys, and
GA surveys. Risk management encompasses: risk assessment, cargo
projects, shipyard inspections, condition surveys, feasibility studies,
and survey and advice for: voyage or towage, vessel lay up or
reactivation, mooring arrangements, cargo load out, and stowage and
towage.
110. Where would you find current international recommendations

on the safe use of pesticides on ships?
The IMDG Code Supplement. Also see MSN 1718 and the IMO
publication Recommendations on the Safe Use of Pesticides in Ships.
111. What routine inspections must be made onboard, by whom

At daily intervals :- GMDSS batteries, paper, internal DSC testing.
At weekly intervals, survival craft, rescue boats and launching

appliances must be inspected to ensure that they are ready for
immediate use. Engines must be run ahead and astern for a total
period of not less than 3 minutes. The general alarm must also be
tested weekly. Weekly inspection of the accommodation including
galley and provisions stores. GMDSS :_ DSC External. Handheld
VHF. Emergency generator.
At monthly intervals, all LSA including lifeboat and rescue boat

equipment must be inspected. This should include an examination
and test of fixed radio installations and searchlights on survival craft,
ensuring that batteries are charged when the engine is running.
Water spray systems in lifeboats must also be tested. Rescue boat
should be lowered and manouevred in the water. FFA:- Ensure all
firemans outfits, extinguishers, hydrants, hoses and nozzles are in
place and serviceable. Check escape routes are clear. PA system
operative. All fixed installation valves in the correct position.
Sprinkler systems pressurized. Sprinkler tank levels correct and
pumps working normally. All fire pumps operational. Fixed fire
installations free from leaks. GMDSS :- EPIRB and SART,
emergency battery supply, aerials and insulators. Others :-
calibration of atmospheric testing equipment. Test of HHMD. Test
of hold bilge alarms, CO2 hold alarms, cargo hold smoke detector.
Winches.
At quarterly intervals :- Fire extinguishers at correct pressure.

Sprinkler alarms working. ISS available. FFA lockers contain their
full inventory. Fire dampers, doors and closing devices fully
operational. Survival craft lowered and manoeuvered in the water.
Others :- test of SSAS. Mooring ropes and wires.
At annual intervals :- Fire doors and dampers operate remotely. All

foam and water spray systems operational. Fixed fire fighting
installation thorough inspection. Fire pumps develop correct
pressure and flow rates. Hydrants operate. Antifreeze solutions
correct. Fixed fire detection system sensors fully operational. Others
:- Annual test of stability computer.
Liferaft davits must be swung out and winches operated at each

abandon ship drill.
112. When must fire and boat drills be held in (a) class VII Ships?
Within 24 hours of leaving port if more than 25% of the crew have
not participated in drills on that ship in the previous month.
Otherwise each member of crew must participate in an abandon ship
and a fire drill every month.
112. When must fire and boat drills be held in (b) class I Ships?
Abandon ship and fire drills must be held weekly. Always within 24
hours of passenger embarkation if voyage > 24 hours.
113. What is the current penalty on an employee who breaches

some aspect of H&S legislation, such as jumping ashore over the
gunwale instead of using the accommodation ladder?
Regulation 22 H&S provides that no charge in respect of anything

done or provided in pursuance of any specific requirement of the
Regulations may be levied or permitted to be levied on any worker.
However, under regulation 23 it is an offence for any person to
intentionally or recklessly interfere with or misuse anything provided
in the interests of health and safety aboard a UK ship in pursuance of
the Regulations or the Health and Safety at Work Act or any
regulation or rule made thereunder. Under the merchant navy code
of conduct, they could be charged with sect 14 :- behaviour seriously
detracting from the safe or efficient working of the ship.
114. What is the scope of the annual safety equipment survey?
The annual survey will include a general inspection of the fire safety
systems and appliances, life-saving appliances and arrangements
except radio installations, the ship borne navigational equipment,
means of embarkation for pilots and other equipment to which
chapters II-1, II-2, III and V of the 1974 SOLAS Convention apply,
to ensure that they comply with the provisions of the relevant
regulations, and they are in satisfactory condition and are fit for the
service for which the ship is intended. In addition the fire control
plans, nautical publications, lights, shapes, means of making sound
signals and distress signals will also be subject to this survey. The
survey will ensure that it has been maintained to conform with the
provisions of the relevant regulations to ensure that the ship in all
respects will remain fit to proceed to sea without danger to the ship
or persons on board and that it remains satisfactory for the service
for which the ship is intended.
115. What would you do if your pilot came aboard apparently

drunk when you were about to dock the ship?
I would not allow the pilot to con the vessel. Instead, I would ask him
to remain on the bridge (too dangerous to allow him to climb back
down the pilot ladder) and call up the pilot station to request another
pilot. I would wait for another pilot ensuring the safety of my vessel.
I would report the incident to the port authority and notify the agent
and my owners. To protect owners interests, I would write a letter of
protest as the ship may be delayed because of the pilot.
116. What are the statutory penalties for being overloaded?
Section 94 of the Merchant Shipping Act 1995 provides that

overloading or unsafe or improper loading are matters by virtue of
which a ship may be considered “dangerously unsafe”, in which case
the owner and the master will each be guilty of an offence punishable
by a fine of up to £50,000 on summary conviction, or 2 years’
imprisonment plus an unlimited fine on conviction on indictment. In
addition, a penalty can be imposed of an additional £1000 for every
centimeter the ship was overloaded by.
117. What are the other consequences of overloading?
In addition, the vessel will lose its class, insurance, P&I cover and all
its statutory certificates will be suspended. The vessel will also be
considered unseaworthy at common law.
118. What are the seven classification societies to whose British

Committees are delegated certain functions of the MCA
(regarding surveys and issues of certificates etc.)?
Lloyd’s Register of Shipping (LR); Bureau Veritas (BV);

Germanischer Lloyd (GL); American Bureau of Shipping (ABS); Det
Norske Veritas (DNV); and Registro Italiano Navale (RINA),NKK
119. What are the differences between a MAYDAY, a PAN PAN

and a SECURITE?
“MAYDAY” (distress) indicates that a ship or other vehicle is
threatened by grave and imminent danger and requests immediate
assistance.
“PAN PAN” (urgency) indicates that the calling station has a very
urgent message to transmit concerning the safety of a ship, aircraft
or other vehicle, or of a person.
“SECURITÉ” (safety) indicates that the station is about to transmit a
message concerning the safety of navigation or giving important
meteorological warnings.
120. What would be your considerations if two or more vessels

offered salvage services following a major engine failure on your
ship?
The assistance that seems the most reasonable, taking into account
the possible value of the assisting ships, their ability to perform the
salvage services and the amount of their deviation from their
intended routes.
121. What is a “Port of refuge”?
A “port of refuge” is a port or place that a vessel diverts to when her

master considers it unsafe to continue the voyage due to a peril that
threatens the “common safety”, e.g. when there is a dangerous
ingress of water into the vessel, a dangerous shift of cargo, the vessel
adopts an angle of loll, there is a serious fire on board, etc. In such
circumstances, entering a POR maybe considered an act of General
Average.
122. Whilst being towed towards a port of refuge following the loss
of your propeller, what arrangements would you want to make?
As soon as the decision is taken to make for a port or place of refuge,
(whether under tow or otherwise) inform the owner and charterer,

stating the reason for the deviation. Give relevant details to duty
superintendent; he will probably call the underwriters. In case of hull
or machinery damage, the owner will contact the classification
society, who will inform their local surveyor. Record the ship’s
position. Sound tanks for quantity of bunkers on board. From this
point until departure from the port of refuge, keep accurate records
of events and expenditure, etc., for eventual delivery to the owner
and average adjuster.
Request the owner to arrange an agent at the port to handle the visit.
If the cause of the deviation is an “accident” as defined in the MS
(Accident Reporting and Investigation) Regulations, inform MAIB.
Call the agent as soon as his identity is known. Pass ETA and
necessary information for the arrival. Request the agent to notify:
Port State Administration if vessel is damaged or seaworthiness is
affected; harbour master or port authority. Inform port authority of
the full facts, as the authority may want to keep vessel outside port
until cargo discharged, etc. Give details of the nature and severity of
damage, mentioning any disabled navaids, steering gear, machinery,
etc. State any pollution hazard. Contactpilot station, linesmen,
boatman, customs, port health, immigration, etc. & thelocal
correspondent of the owner’s P&I club. A representative from the
correspondent firm, or an appointed surveyor, should attend on
arrival.
On arrival at the port or place of refuge, the salvor (if any) will
require salvage security, which should be arranged by the owner and
cargo owners. Failing this, the salvor may have vessel arrested
pending satisfaction of his claim. Obtain health clearance in
accordance with local regulations. Enter vessel in with customs
“under average”. Inform the owner charterer of vessel’s safe arrival.
Owners will declare general average. Note protest as soon as possible
but in any case within 24 hours, in compliance with local custom,
reserving the right “to extend at a time and place convenient”.
Where there is hull or machinery damage, the owner will notify his
insurance broker if the port of refuge is in the UK. Abroad, the
agent should be requested to notify local Lloyd’s Agent (Tender
clause). Hull and machinery underwriters normally instruct a
surveyor, in major cases from the Salvage Association. Where there
is hull or machinery damage, a class surveyor, if available at the port,
will inspect and report on the damage, stipulating repairs necessary
for the vessel to maintain class. Temporary repairs may be
acceptable. If no class surveyor is available, the class society should
be contacted, and will advise the appropriate steps to take in order
for class to be maintained until a port can be reached for survey.
123. If you had to discharge your cargo before entering a drydock

in the Port of Refuge, what arrangements would you make?
If cargo discharge is necessary before repairs can be made, call a
hatch survey before commencing discharge. Employ only registered
and unbiased surveyors recommended by the P&I club. Cargo
interests should be notified so that they can appoint their own
surveyors. Remember that cargo surveyors are appointed by cargo
interests and may criticise the master’s actions or allege that the
vessel was unseaworthy. Be guided by the P&I club correspondent as
to who to allow on board and about making statements which may
adversely affect the owner’s legal position. If the voyage is being
terminated and cargo owners are taking delivery of their
consignments, General Average Bond and Guarantee forms will first
have to be signed. The owner’s lien on cargo should be exercised if
necessary; this should be discussed with the owner and agent.
Arrange cargo discharge (under survey) and either trans-shipment
or warehousing of cargo during the repairs, if necessary. (This will
depend on the length of time in port, nature of cargo, etc.).
124. What is a safe port?
The legal definition of “a safe port” is contained within the following

legal opinion: “A port will not be safe unless, in the relevant period of
time the particular ship can reach it, use it and return from it
without, in the absence of some abnormal occurrence, being exposed
to danger which cannot be avoided by good navigation and
seamanship.” Requirements for a port to be considered a “safe port”
are as follows: 1. There must be safe access to the port and it must be
free from permanent obstruction or ice. A temporary obstruction,
e.g. neap tides, does not, however, make a port unsafe. 2. It must be a
port where the vessel can lie safely afloat at all states of the tide,
unless it is customary and safe to load and/or discharge aground or
there is special agreement to do so. Whereas the standard terms may
require the vessel to “proceed to the loading port or place stated or as
near thereto as she may safely get and lie always afloat”, the terms
will often be amended to permit a short-sea vessel to lie “safe
aground”. 3. There must be adequate facilities for trade, including a
safe shore landing of goods, proper wharves, warehouses and other
establishments for dealing with the kind of cargo contemplated. 4. It
must be a politically safe port, free from any state of war or embargo.
5. The ship, having reached the port (and discharged her cargo),
must be able to leave safely, e.g. without having to lower or cut her
masts to pass under a bridge.
125. How are the provisions of IMO Conventions and Protocols
applied to UK ships?
UK legislation is made to give effect to particular conventions and

protocols. Contracting governments enforce the provisions of IMO
Conventions in respect of their own ships and set penalties for
offences. They may also have limited powers in respect of ships
flying the flags of other states when these ships are in their ports and
waters. Enforcement thus depends on Governments of Member
States i.e. flag states and port states.
126. In what circumstances might you be excepted from the oil

“discharge” regulations?
If you discharge oil to save life or the ship. If all reasonable

precautions were taken after suffering damage or discovering
discharge. No intent or reckless behaviour on your part. If
substances containing oil are used to combat pollution incidents.
127. In what circumstances must you give a proper officer Notice of

Intention to discharge a seaman?
A proper officer must be notified if it is necessary outside the UK to

discharge a seaman when he is not physically present. E.g. when he
has gone AWOL, hospitalized or has been left ashore. An entry in
the OLB should be made stating that the proper officer has been
notified.
128. What is a multiple ship crew agreement?
It is an MCA approved crew agreement relating to more than one

ship (e.g. fleet of ro-ro’s at one specific port). It may be used when an
employer has several ships operating from the same port and needs
to be able to employ crews flexibly on any ship during the currency
of the agreement. It has the same form and provisions as ordinary
standard running or voyage agreements, except that the name of the
ship to which it relates on the outer cover. Original agreement is
kept ashore and each ship carries a copy which must be certified by
the Master as a true copy and specify the address where the original
copy is held and the name of the person keeping it.
129. When must a seaman produce his discharge book to you?

The MS (Seafarers Documents) Regulations 1987 regulation 22(1)
states that the holder of a Discharge Book must produce it on
demand at any time to a superintendent, a proper officer, the
Registrar General of Shipping and Seamen, his employer, the master
of the ship in which he is employed, and to any other person
authorised by regulation 20 to make an entry in it, for the purpose of
making that entry.
130. What documents might you be required to give a seaman on his

discharge?
Regulation 25(4) provides that if a seaman so requests, within a

period of 6 months from the date of his discharge from or his leaving
the ship, the master, or one of the ship’s officers authorised by him in
that behalf, must give him a certificate (which must be separate from
any other document) either as to the quality of his work or indicating
whether he has fully discharged his obligations under his contract of
employment. He may also request a certificate stating that his cabin
has been left clean, tidy and in good order.
131. What documents must you make available to a seaman when

he signs on a Crew Agreement?
On demand, within reasonable time the master must “cause to be

supplied to him” a copy of the Crew Agreement under which he is
employed or such extracts there from as are necessary to show the
terms on which he is employed. I should also “cause to be made
available to him” a copy of the document referred to in the Crew
Agreement e.g. a copy of the Merchant Navy Code of Conduct if the
ship is on a BSF agreement or a company code of conduct if an NFD
agreement. Any documents referred to under additional clauses such
as the company drug and alcohol policy should also be supplied if
requested.
132. In what territories does the Health and Safety at Work Act
apply to a UK Ship?
Great Britain – England, Scotland and Wales. It does not apply to

UK ships outside UK waters.
133. If a stevedore fell down an open hatch on your ship while

working cargo alongside in a UK Port, who would you expect to
conduct the accident investigation?
Health and Safety Executive (HSE) Inspectors.
134. What equivalent regulations to the HASAW Act have similar

effect on UK ships outside Great Britain?
Regulation 27 of the MS and FV (Health and Safety at Work)

Regulations 1997 (SI 1997/2962), provides that “A relevant inspector
may inspect any United Kingdom ship and if he is satisfied that there
has been a failure to comply in relation to that ship with the
requirements of these Regulations may detain the ship until the
health and safety of all workers and other persons aboard ship is
secured”. Also effecting UK Ships outside the territories are the :-
MS (Code of Safe Working Practices for Merchant Seamen)
Regulations 1998.
MS (Health and Safety at Work) (Employment of Young Persons)
Regulations 1998. MS (Safe Manning, Hours of Work and
Watchkeeping) Regulations 1997
MS and FV (Health and Safety at Work) Regulations 1997 (SI
1997/2962);
MS and FV (Health and Safety at Work) (Employment of Young
Persons) Regulations 1998 (SI 1998/2411);
MS and FV (Manual Handling Operations) Regulations 1998 (SI
1998/2857);
MS (Code of Safe Working Practices for Merchant Seamen)
Regulations 1998 (SI 1998/1838);
MS (Guarding of Machinery and Safety of Electrical Equipment)
Regulations 1988 (SI 1988/1636);
MS (Means of Access) Regulations 1988 (SI 1988/1637);
MS (Entry Into Dangerous Spaces) Regulations 1988 (SI 1988/1638);
MS (Hatches and Lifting Plant) Regulations 1988 (SI 1988/1639);
MS (Safe Movement on Board Ship) Regulations 1988 (SI
1988/1641);
MS (Personal Protective Equipment) Regulations 1999 (SI
1999/2205); and
MS and FV (Safety Signs and Signals) Regulations 2001 (SI
2001/3444).
136. What circumstances may invalidate a Certificate of Class?
The certificate of class maybe withdrawn or suspended when :- 1.

When the society’s regulations as regards surveys on hull, equipment
or machinery are not complied with e.g. survey overdue. 2. When it
is found, from reported defects in the hull, equipment or machinery,
that a ship is not entitled to retain class in the Register Book, and the
owner fails to repair such defects in accordance with the society’s
requirements. 3. When any society-classed ship proceeds to sea with
less freeboard than that approved by the society, or when her
freeboard marks are placed higher than the position assigned or
approved by the society. 4. When it is found that a specialised ship is
being operated in a manner contrary to that agreed at the time of
classification, or is being operated in environmental conditions which
are more onerous, or in areas other than those agreed by the society.
137. For what reasons may the MCA detain a “dangerously unsafe
ship” in the UK (or a UK ship anywhere)?
Section 94 of the Merchant Shipping Act 1995 provides that a ship is

“dangerously unsafe” if, having regard to the nature of the service
for which it is intended, the ship is, by reasons of the matters
mentioned below, unfit to go to sea without serious danger to human
life. Those matters are:- (1)the condition, or the unsuitability for its
purpose, of the ship or its machinery or equipment; or any part of
the ship or its machinery or equipment; (2)undermanning;
(3)overloading or unsafe or improper loading; and (4)any other
matter relevant to the safety of the ship.
138. How often must crew members be given on-board training in

the use of the ship’s survival equipment?
The MS (Musters, Training and Decision Support Systems)

Regulations 1999 Regulation 12 applies to any ship on an
international voyage. On-board training in the use of the ship’s LSA,
including survival craft equipment and fire extinguishing appliances,
must be given to each crew member a.s.a.p. and in any event within 2
weeks of the crew member joining. Instructions in the use of the
ship’s LSA, in sea survival, and in the use of the ship’s FFA must be
given at the same interval as statutory drills. Individual instruction
may cover different parts of the ship’s LSA system and FFA, but all
the ship’s equipment must be covered within any 2 month period.
Training to consist of: operation and use of the ship’s liferafts; first-
aid treatment for hypothermia and other appropriate first-aid
procedures; special instructions necessary for use of the ship’s LSA
in severe weather and sea conditions; andoperation and use of fire-
extinguishing appliances.
On-board training in the use of davit-launched liferafts must take
place at intervals of not more than 4 months on ships fitted with
them. Every member of the crew with assigned emergency duties in
respect of a voyage must be familiar with those duties before the
voyage begins.
139. How often must lifeboats be launched?
Each lifeboat must be launched with its assigned operating crew

aboard and manoeuvred in the water at least once every 3 months
during an abandon ship drill. If the berthing arrangements in port
and trading patterns of a ship operating on short international
voyages make launching on one side impracticable, then launching of
boats on that side will not be required, but all boats on that side must
be lowered at least once every 3 months and launched at least
annually. Rescue boats other than lifeboats doubling as rescue boats
must, as far as practicable, be launched each month with their
assigned crew aboard and manoeuvred in the water. In any event this
must be done at least once every 3 months. A free-fall lifeboat should
be launched at least once every 3 months, but where free-fall
launching is impracticable the lifeboat may be lowered into the water
provided that the boat is free-fall launched with the assigned
operating crew aboard, and manoeuvred in the water, at least once
every 6 months. If it is impracticable to free-fall launch a lifeboat
within a 6 month period, the MCA, on the owner’s application, may
approve an extension of the period to 12 months. Such approval will
be on the condition that the lifeboat will be subjected to simulated
launchings at intervals not exceeding 6 months.
140. For what reasons might a Load Line Certificate be

invalidated?
A Certificate may be cancelled if the MCA is satisfied that:the

certificate was issued on false or erroneous information;the ship
ceases to comply with the Conditions of Assignment relating to it;the
structural strength of the ship is reduced to an extent that the ship is
unsafe; orthe information on the basis of which freeboards were
assigned to the ship was incorrect. A Load Line Certificate may also
be cancelled by the MCA:if the certificate is not endorsed to show
that the ship has been surveyed; if a new certificate is issued in
respect of the ship; orif the ship ceases to be a UK ship.
142. How would you obtain “Inwards clearance” from Customs on
arrival at a UK Port?
Clearance is granted by the boarding officer when satisfied with all

documents and the bond locker count, by stamping the “report
accepted” space at the foot of the C.13. The vessel is then said to be
“cleared inwards”. Personnel may embark and disembark and cargo
operations may be declared). Both declarations must be signed
either by the master or an authorized commence. The master must
report his ship to Customs if arriving in a port from a place outside
the EC. The master’s report must consist of the original and one copy
of: Form C.13 - Master’s Declaration. (general info about ship,
voyage, and details of the ship’s stores);C.142 - Crew Declaration.
(master and crew must declare certain goods. Notes on the form
explain which goods must be declared. Any small parcels of
merchandise and any addressed packages not shown elsewhere on
the report must also person; Cargo declaration. The master must
declare the cargo in one of four ways: 1. On a manifest, or other
commercial document, giving full details for each consignment 2. If
there is no suitable document Customs will accept a cargo
declaration on the model form produced by IMO. 3. If the ship is
carrying a single commodity bulk cargo, its details can be given in
box 13 of Form C.13 instead of a separate declaration. 4. Some ports
in the UK operate a computerised inventory control system approved
by Customs. In this case the words “Declaration of cargo by
computer” must be written in box 13 of Form C13. If applicable, a
PAS 15 (Arrival) Passenger Return should be attached to the report.
The vessel’s Oil Pollution Insurance Certificate (OPIC), if a tanker,
must be shown.
143. How would you obtain “outwards clearance” at a UK Port?
Clearance must be obtained at the “proper place” (advertised in

customs port offices) before leaving a UK port for a destination
outside the EC. For clearance outwards, the master should complete
Form C.13 (Master’s Declaration) in duplicate and give the forms to
Customs. He should also: give Customs a copy of the cargo
declaration if any imported goods remain on board for export;show
Customs any clearance given at other EU ports for the same
voyage;produce the following forms where applicable:TC 12 (UK
Form C73) Information Note for the Intended Port of Destination –
includes vessel’s name; port and date of departure; intended port of
destination; probable ports of call; signature of captain of the vessel
or his representative; official authentication by the competent
authority at the port of departure. PAS 15 (DEPARTURE) Passenger
Return should also be submitted. Before giving clearance Customs
check the following statutory ship certificates:in the case of cargo
ships over 500gt: Loadline; IOPP; Safety Construction, Safety
Equipment and Safety Radio (or Cargo Ship Safety Certificate);in
the case of passenger ships: Loadline; IOPP; Passenger Certificate or
Passenger Ship Safety Certificate. If all documents are in order, the
vessel will be “cleared outwards” by the Customs officer stamping
the “clearance granted” space at the foot of the C.13. Unless she is
subject to a Detention Order the vessel may then legally sail.
144. What are the differences between Lloyd’s and Lloyd’s Register?
Lloyds (also known as Lloyd’s of London) is an insurance market

situated in London. It is not a company, but a society of individual
and corporate members with uniform practices and procedures,
regulated by strict rules. It provides facilities for the transaction of
insurance business. Lloyd’s Register is a member of IACS and
approves the design, surveys and reports on: hovercraft, non-
mercantile shipping, yachts and small craft; acts with delegated
authority on behalf of numerous governments in respect of statutory
regulations; provides other technical inspection and advisory services
relating to ships and the maritime industry generally. It will act,
when authorised on behalf of Governments, in respect of national
and international statutory safety and other requirements for
passenger and cargo ships. It employs exclusive Full Time surveyors
worldwide.
145. In the scope of which statutory survey does the tail shaft come?
Cargo Ship Safety Construction Certificate (CSSCC).

146. What are the statutory requirements concerning the carriage of
charts?
SOLAS regulation V/27 provides that nautical charts and nautical

publications, such as sailing directions, lists of lights, notices to
mariners, tide tables and all other nautical publications necessary for
the intended voyage, must be adequate and up to date. The MCA
advises that this regulation applies to all (UK) ships other than UK
pleasure vessels of less than 150gt. The MS (Safety of Navigation)
Regulations 2002 require compliance by a ship to the SOLAS
regulation. SOLAS regulation V/2.2 defines “nautical chart” as a
special-purpose map that is issued officially by or on the authority of
a Government, authorized Hydrographic Office or other relevant
government institution and is designed to meet the requirements of
marine navigation. SOLAS regulation V/19.2.1.4 provides that all
ships, irrespective of size, must have nautical charts to plan and
display the ship’s route for the intended voyage and to plot and
monitor positions throughout the voyage; an electronic chart display
and information system (ECDIS) may be accepted as meeting the
chart carriage requirements of this paragraph providing that all
ships, irrespective of size, must have back-up arrangements if this
function is partly or fully fulfilled by electronic means. An
appropriate folio of paper nautical charts may be used as a back-up
arrangement for ECDIS. Other back-up arrangements for ECDIS
are acceptable
147. What stability and loading information must be carried

onboard?
Stability information must be provided on board under the MS

(Load Line) Regulations 1998. Loading and ballasting information
must be provided for and is normally in a booklet known as an Intact
Stability Booklet or a Bulk Carrier Loading and Ballasting Booklet.
The loading and ballasting information must indicate the maximum
stresses permissible for the ship and specify the manner in which the
ship must be loaded and ballasted to avoid the creation of
unacceptable stresses in its structure. The owner of every ship must
provide, for the guidance of the master, information relating to the
stability of the ship. The information must be in the form of a book
which must be kept on the ship at all times in the master’s custody.
In the case of a UK ship the stability information must include all
matters specified in MSN 1752. Before the stability information is
given to the master, it must be approved either by the MCA or the
Assigning Authority which assigned freeboards to the ship. Inclining
tests perform the basis of the intact stability book. The master of
every sea-going UK cargo ship of 500 GT or over and every non-UK
cargo ship of 500 GT or over while in UK waters, must be supplied
with such reliable information as is necessary to determine the
stability of the ship under various conditions of service. The
information must include: 1. one of the following: a curve of
minimum operational GM versus draught assuring compliance with
the applicable intact stability requirements of the Load Lines Rules
or a (corresponding) curve of the maximum allowable vertical centre
of gravity (KG) versus draught; or a tabular or equivalent
presentation of either of these curves; and 2. instructions concerning
the operation of cross-flooding arrangements; and 3. all other data
necessary to assist the crew to maintain stability after damage.
The MS Passenger Ship Construction Regulations 1998 provides that

every ship on her completion must be inclined and the elements of
her stability determined. The master must be supplied by the owner
with an approved report of each inclining or lightweight survey
carried out and of the calculation therefrom of the lightship
condition. Where elements of a ship’s stability have been found to
have changed following any inclining or lightweight survey the
master must be supplied with amended approved stability
information. The MS (Cargo Ship Construction) Regulations 1997
provides that there must be, exhibited or readily available on the
bridge, plans and booklets showing clearly for each deck and
hold:the boundaries of the watertight compartments;the openings
therein;the means of closure and position of any controls thereof;
andthe arrangements for the correction of any list due to flooding.
Booklets must contain general precautions, conditions and
operational procedures, considered necessary to maintain watertight
integrity under normal ship operations and specific precautions
(such as closures, security of cargo, sounding of alarms), considered
to be vital to the survival of the ship and its crew.
148. Certain ship’s certificates have another document annexed to

them which must be carried onboard for the inspection of a
surveyor. Which certificates are they?
Certificates of fitness have annexed list of products that vessel can

carry as well as tank loading conditions and the tank plan. A record
of construction and equipment must be annexed to the IOPP
certificate. Conditions maybe attached to the SMD. Exemption and
exception certificates may also be annexed to certain certificates.
149. What plans or diagrams must be available on the ship’s bridge?
The MS (Cargo Ship Construction) Regulations 1997 provides that

there must be, exhibited or readily available on the bridge, plans and
booklets showing clearly for each deck and hold:the boundaries of
the watertight compartments;the openings therein;the means of
closure and position of any controls thereof; andthe arrangements
for the correction of any list due to flooding.
The radar shadow sector diagram for each radar must also be
exhibited (SOLAS Ch V). SOLAS regulation V/26 requires that
simple operating instructions, with a block diagram showing the
change-over procedures for remote steering gear control systems and
steering gear power units must be permanently displayed on the
navigation bridge. Manoeuvring information, as described by MGN
201, is recommended by the MCA to be displayed, in accordance
with IMO Resolution A.601(15) consisting of:a wheelhouse poster
(containing general particulars and detailed information about the
manoeuvring characteristics of the ship). A deviation curve for the
magnetic compass should also be displayed.
150. Is there a statutory scale of provisions and water for seamen?
No, despite the practice of some masters of UK ships of attaching a

Weekly Scale of Provisions and Water to the Crew Agreement
document and of posting this on the ALC6, there has been no
statutory scale since the current Provisions and Water Regulations
came into force in 1989. The MS (Provisions and Water) Regulations
1989 give effect in the UK to ILO Convention No. 68 concerning food
and catering for crews on board ships. It imposes a duty on the
employer and the master of every ship to ensure that provisions and
water are provided on their ship which: are suitable in respect of
quantity, nutritive value, quality and variety having regard to the
size of the crew and the character and nature of the voyage; do not
contain anything which is likely to cause sickness or injury to health
or which renders any provision or water unpalatable; andare
otherwise fit for consumption. There must be weekly inspections of
provisions and water. Vessel may be detained until the health and
safety of all employees and other persons aboard ship is secured.
151. What circumstances would render a tonnage certificate invalid?
A tonnage certificate is invalidated when alterations are made in the

arrangement, construction, capacity, use of spaces, total number of
passengers as allowed by a Passenger Certificate, assigned load lines,
or permitted draft such as would increase the gross or net tonnage.
It will also be invalidated if the ship is transferred from the UK
register, except when the transfer is to another Convention Country,
in which case it may remain in force for not exceeding 3 months or
until the new Administration issues another International Tonnage
Certificate, whichever is earlier.
152. Where must copies of the Code of Safe Working Practice be

kept onboard?
On a ship in which 5 or fewer workers are employed, at least one

copy must be on board, in the custody of the master. It must be
readily accessible and available to workers. On a ship in which
between 5 and 20 workers are employed, a “suitable number” of
copies must be carried:one copy must be kept by the master, safety
officer, each safety representative, where elected; and one or more
copies must be kept in a place readily accessible to other workers.
On a ship in which more than 20 workers are employed, a “suitable
number” of copies must be carried. On these ships: one copy must be
kept by the master; chief officer; chief engineer; the purser or the
catering officer; the safety officer; each safety representative, where
elected; and in addition,a number of copies which is adequate for the
number of workers employed, taking account of the nature of their
duties, must be readily available. It is an offence for any person to
remove a copy of the Code, carried in compliance with the
Regulations, without the consent of the Company or the master.
153. What are the following :-

i) ALC1 – Outer Cover – Agreement and List of Crew
ii) ALC1(a) – List of crew (for non-exempt seamen)
iii) ALC1(b) – List of exempt crew
iv) ALC1(c) – List of Young Persons
v) ALC1(d) – Crew Agreement
vi) ALC6 – Display copy of Crew Agreement and Clauses.
154. What are the differences in functions of a MCA superintendent

and an MCA Surveyor?
An MCA Surveyor is in effect a ship’s inspector. He may conduct
survey and certification of ship’s safety equipment; inspecting crew
accommodation; inspecting pollution prevention arrangements; port
state control; approval of SSA’s and issue of ISPS certification;
random general safety inspections of UK and foreign ships; random
inspections of the condition, loading and storage on ships of packaged
dangerous goods; inspecting shipboard operational arrangements for
oil, gas and chemical tankers and OSV’s; inspecting arrangements
relating to occupational health and safety of seafarers; safe manning
and certification of crews; diving operations from UK vessels;
eyesight testing; oral examinations. He may detain a vessel were
regulations are breached.
MCA superintendents are based at Marine Offices and are

empowered by the MS Act 1995 to deal with seamen’s documents,
engagement of seamen and exemption provisions; discharge of
seamen; seamen’s wages and allotments; resolution of wages
disputes; relief and repatriation of seamen left behind; returns and
reports of births and deaths at sea; inquiries into deaths onboard
ship; property of deceased seamen; official logbooks; manning of
merchant ships; seamen’s health and safety; receipt and onward
delivery of ship’s documents; complaints by seamen about provisions
or water; complaints about seaworthiness of ships; and inquiries into
misconduct of seamen.
155. When must an IRF form be completed?
The Incident Report Form (IRF) was introduced to facilitate

reporting under the Accident Reporting and Investigation
Regulations. It can be used to amplify the initial report of any
accident and can also be used to report serious injuries. If completed
and sent within the time personal accident or was a dangerous
occurrence59 and there is an elected Safety Representative on board
the vessel, he must be shown the completed report allowed, its
submission will suffice without a separate initial report. One IRF
should be used for each incident. Section A is for the date and time
of the incident and identity of the vessel. Section B is for the voyage
details, location of the incident and type of incident (fatal injury, non-
fatal injury, vessel lost or abandoned, vessel damaged, or other).
Section C is for details (i.e. position and age only) of the person(s)
injured or killed. Section D is for a brief description of the events
leading to the incident. Section E is for statements of how the incident
is thought to have happened, whether any action been recommended
as a result, whether any action been taken. Section F is for the
signature and name of the master, and the safety officer’s signature
and name. Section G contains the following statement: “If the
incident involved a reportable and allowed to write in this section any
comments which he may wish to make. If the injured persons are
represented by different Safety Representatives, each may make
additional comments if desired in the space below but in any event,
they should all sign the form”.
156. What marks are required by law to be cut in to the ship?
When satisfied that the ship is entitled to be registered, the RSS

issues to the owner the ship’s Official Number and a Carving and
Marking Note. The owner appoints an Inspector of Marks (surveyor
of an authorised classification society) and delivers to him the
Carving and Marking Note. The official number and “appropriate
tonnage”, are to be conspicuously carved or marked;the name, to be
marked on each of its bows and its stern;the port of choice, to be
marked on the stern. The ship’s official number and registered or
net tonnage must be marked on the main beam of the ship, or if there
is no main beam, on a readily accessible visible permanent part of the
structure of the ship. Alternatively it may be engraved on plates of
metal, wood or plastic, secured to the main beam (or to a readily
accessible visible part of the structure) with rivets, through bolts with
the ends clenched, or screws with the slots removed. The ISPS Code
requires the ships IMO number to be permanently marked on the
vessel’s stern and on each side of the superstructure and on the end
of a transverse bulkhead in the machinery space. Finally, vessels
assigned a freeboard should be marked with a deck line and a
freeboard mark in accordance with the MS (Load Line) Regulations
1998 and have a scale of draught marks at the bow and stern on each
side. The deck line and freeboard mark should be red on a
contrasting background. No mark may be applied for fresh water
allowance. If the MCA is the Assigning Authority the letters at the
sides of the ring should be “DT”, and in the case of any other
Assigning Authority should be “UK”.
157. What is the legal definition of :-
i) Accident – Three groups of events or occurrence :-

accidents to persons (Loss of life or person; major
injury; person lost from ship or ship’s boat; and man
overboard); events involving the ship itself (causing loss
of life, major injury or material damage; if ship is lost or
presumed lost; is abandoned; materially damaged by
fire; explosion; weather or other cause; groundings;
collision; disabled; or causes significant harm to the
environment) and dangerous occurrences.
ii) Serious injury – Any injury, other than a major injury,
to a person employed or carried in a ship which occurs
onboard or during access which results in incapacity for
more than 3 consecutive days excluding the day of the
accident, or as a result of which the person concerned is
put ashore and the ship sails without that person, unless
the incapacity is known to be of 3 consecutive days or less
excluding the day of the accident.
iii) Serious incident – events involving the ship itself (causing
loss of life, major injury or material damage; if ship is
lost or presumed lost; is abandoned; materially damaged
by fire; explosion; weather or other cause; groundings;
collision; disabled; or causes significant harm to the
environment.
iv) Dangerous Occurrence – Any of the following if the
occurrence might have resulted in serious injury or
damage to the health of any person :- Failure of pressure
vessel, pipeline or valve; failure of lifting equipment,
access equipment, hatch cover, staging or boatswains
chair; collapse or unintended movement of cargo or
ballast to cause list or loss of cargo overboard; snagging
of fishing gear which results in dangerous angle of heel;
contact by a person with asbestos fibres and; escape of
any harmful substance or agent.
v) Hazardous Incident – Any event, other than an accident,
associated with the operation of a ship which involves
circumstances indicating that an accident nearly
occurred. E.g. near misses including failure of
procedures in shipboard operations; material defects;
fatigue and human failures. These are reported
voluntarily.
vi) Major injury – Any fracture (not to a digit); loss of limb;
dislocation of shoulder, hip, knee or spine; loss of sight;
penetrating injury to eye; or other injury leading to
hypothermia or unconsciousness, requiring resuscitation
or admittance to hospital for more than 24 hours.
158. What would you do if you experienced any of the items in the
last question?
The master must, so far as is reasonably practicable, ensure that the

circumstances of every accident are examined. Where a shipboard
safety officer has been appointed, the accident investigation should
be made by him and logged by him in the accident log which he is
required to keep. Except in the case of a serious injury, the master
must, on request, provide the MAIB with a report, in addition to any
initial report made, giving the findings of the examination and stating
any measures taken or proposed to prevent a recurrence. In the
event of a serious injury, the master must provide the MAIB with a
report within 14 days giving the findings of the examination and
stating any measures taken or proposed to prevent a recurrence. This
report could be made on an IRF form. The master, owner and any
other relevant person or corporate body must, so far as is
practicable, ensure that all charts, log books, voyage data and other
records, electronic and magnetic recording and video tapes and all
documents which might reasonably be considered pertinent to an
accident reportable, are kept and that no alteration is made to
recordings or entries in them, and that any equipment which might
reasonably be considered pertinent to the investigation of the
accident must be left undisturbed as far as practicable
untilnotification is received from the Chief Inspector that no
investigation is to take place; orunless notified of a decision to
investigate, 28 days after receipt by the MAIB of an initial report of
an accident or serious injury; orthe Chief Inspector or the inspector
carrying out an investigation indicates that he no longer requires
them. I would also inform the owners, complete reporting as
required by the SMS and hold a full onboard investigation.
159. What are the main provisions of the International Safety

Management Code?
The purpose of the ISM Code is to provide an international standard

for the safety management and operation of ships and for pollution
prevention. The International management Code for the Safe
Operation of ships and for Pollution Prevention provides the
following :- Ensure safety at sea, prevention of human injury or loss
of life, and avoidance of damage to the environment and to property.
Safety management objectives of the company should (amongst other
things) :- (1) Provide for safe practices in ship operation and a safe
working environment; (2) establish safeguards against all identified
risks; and (3) continuously improve safety management skills of
personnel ashore and aboard ships, including preparing for
emergencies relating both to safety and environmental protection. It
requires owners to implement and maintain safety management
systems covering a range of factors including safety and
environmental protection, defined areas of responsibility and
authority, and improving management skills of ship and shore based
personnel.
160. What training would you give a newly joined seaman? Why?
I would make sure the chief officer goes through the familiarization
checklist with him covering emergency duties, security procedures,
FFA and LSA familiarization, medical information and first aid
procedures, PPE issue and training. I would ensure he completes any
company CBT such as security inductions. The mate would take him
for a tour of the deck pointing out hazards and explaining the
operation of various deck machinery. He would be shown the ships
SOLAS training manual, Fire Training Manual and COSWP and the
Maersk Pocket Safety Guide. He would be told of the companies
alcohol and drugs policy, environmental policy (including
implementation), smoking policy and health and safety policy. I
would make sure he knew who key persons were such as DPA, Safety
Officer, Medical Officer, Safety Representative and Ship Security
Officer. I would ensure that all personnel involved with his training
complete and sign the checklist.
161. Who can carry out a Risk Assessment on your ship and how
would it be done?
The employer must conduct risk assessments. Although anyone

onboard could conduct a risk assessment, it is normally carried out
by an officer with consultation with the crew and the findings would
be communicated to the crew. The process involves :- (1) Classifying
the work activity, (2) identifying hazards and personnel at risk; (3)
determining the risk – what is the likelihood of harm occurring and
the potential severity if it does happen; (4) deciding if the risk is
tolerable; (5) preparing an action plan (if necessary) – what control
measures can be adopted to reduce or eliminate the risk of harm; and
(6) reviewing the adequacy of the action plan.
162. What is the Harmonized System of Survey?
The Harmonised System of Survey and Certification is intended to

alleviate the difficulties and extra expense for ship owners and
operators who had to put their ships out of service at different times
for different surveys. It is a mandatory system, but may be
implemented on individual ships on different dates. The date for
introduction of the HSSC should normally be the latest expiry date of
certificates issued under the SOLAS, Load Line and MARPOL
Conventions. It covers the following certificates, and surveys for
issue of those certificates, under SOLAS, MARPOL, the Load Line
Convention and the Gas and Chemical Tanker Codes, as follows:
Passenger Ship Safety Certificate;Cargo Ship Safety Construction
Certificate; Cargo Ship Safety Equipment Certificate;Cargo Ship
Safety Radio Certificate; International Oil Pollution Prevention
Certificate;International Noxious Liquid Substances Prevention
Certificate;International Load Line Certificate;International
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk;
andInternational Certificate of Fitness for the Carriage of
Dangerous Chemicals in Bulk. The harmonised system provides
for:A one-year standard interval between surveys, based on initial,
annual, intermediate, periodical and renewal surveys, as appropriate.
The renewal survey may be completed within 3 months before the
expiry date of the existing certificate with no loss of its period of
validity. There is a “time window” of 6 months, from 3 months
before to 3 months after the anniversary date of the certificate for
annual, intermediate and periodical surveys. A maximum period of
validity of 5 years applies for all certificates for cargo ships and 12
months for the Passenger Ship Safety Certificate. A system for the
extension of certificates limited to 3 months to enable a ship to
complete its voyage. The period of validity of the new certificate
starting from the expiry of the existing certificate before its
extension, when an extension has been granted (therefore nothing
gained by delaying the survey). It incorporates a flexible system for
the inspection of the hull on the following conditions: a minimum of
two inspections during any 5-year period; the interval between any
two such inspections may not exceed 36 months. It provides a
provision for a Cargo Ship Safety Certificate, as an alternative to
separate Cargo Ship Safety Construction, Equipment and Radio
Certificates. Intermediate surveys are conducted within 3 months of
either the second or third. Under the pre-harmonisation regulations,
a COF could not be extended. To check if a ship is on a HSSC
system, check the headers of each certificate. Similar expiry dates on
the relevant certificates is further confirmation of implementation of
the HSSC.
163. What may replace the SAFCON and other certificates?
The Cargo Ship Safety Certificate.
164. What is the difference between employer and company in the

1997 Employment Regulations?
The employer uses the services of a person in return for payment. A

company is a body of persons assembled for a common commercial
purpose. Thus a company could utilize manning agencies as
employers without employing the seafarers directly. The company is
however responsible for ensuring the employer complies with
regulations such as hours of work and employment of young persons
etc.
165. What would you do if you suspected some of your crew had
fraudulent STCW95 Certificates?
Check with the employer who may be able to check with the
Administration which issued the certificate, since this is required
under STCW 95 to maintain a register of certificates issued. The
MCA cannot validate foreign certificates as no record is kept. If it is
a COC or CEC issued by the MCA, the validity can be checked
online.
166. Sum up the fundamental differences between an ISM Code

Audit and say, a Loadline inspection?
Loadline is all about the watertight integrity of a vessel and is done in

accordance with the rules of the MCA (who implement Load Line
1968 Rules). ISM however is all about the safe operation of the ship
and pollution prevention with reference to its safety management
system. It is much more likely to involve checking of paperwork,
logbooks, charts and record books to ensure procedures have been
followed and evidence kept. Load line and other similar certificates
involve physically inspecting the ship for deficiencies.
167. What are the main roles of the DPA?

To ensure safe operation of each ship and provide a link between
Company and crew, every Company, should designate a person or
persons ashore (DPA) with direct access to highest level of
management. Responsibility and authority of DPA should include
monitoring safety and pollution prevention aspects of operation of
each ship and ensuring adequate resources and shore based support
are applied, as required.
168. Your Safety Officer wants to fill in an IRF about an incident

which is potentially embarrassing to you. What would you do?
I would tell him to fill out the IRF but make sure he understands that
it is only necessary to put a persons age and position on the vessel –
no names must be sent in with the report.

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Master’s Oral Questions

1. What ship certificates would you expect to find on :-

a) a 1590 GRT mini-bulker

Certificate of British Registry; Cargo Ship Safety Construction

b) a 900 GRT oil-rig supply vessel carrying bulk brine

Certificate of British Registry; Cargo Ship Safety Construction

c) a 15000 DWT chemical tanker

Certificate of British Registry; Cargo Ship Safety Construction

d) a 200000 DWT crude oil tanker built in 1980

Certificate of British Registry; Cargo Ship Safety Construction

e) a large cruise liner

Certificate of British Registry; Passenger Ship Safety Certificate,

2. (a) In what circumstances must you send a navigation warning?

SOLAS requires the Master to send navigation warnings if on

(b) Who must you address it to?

Ships in the vicinity and the competent authorities.

(c) By what means must you transmit it?

3. What spare official forms could usefully be carried onboard a UK

Official Log Book, GMDSS Logs, Crew agreements, Articles,

4. What are the differences between an IMO-adopted and

Annual Notice No. 17 in the Annual Summary of Notices to

(b) How can you ensure that this list is up to date?

By correcting it with the Weekly Notices to Mariners.

(c) In what other publications is information published about

Admiralty Charts, Ships Routeing, The Mariners Handbook, Sailing

Muster of survivors, liase with Master re. Unaccounted persons,

Raise a non-conformity in accordance with company SMS

8. When must your steering gear be tested?

SOLAS requires steering gear to be tested before departure (not

9. While on a 1 year time charter, running between the Persian Gulf

Arrange renewal survey with MCA. Only initial survey needs to be

10.(a) What is the purpose of an OPIC certificate?

Oil Pollution Insurance Certificate – a certificate of insurance or

On arrival or departure from any port or terminal, to customs or any

(c) How is an OPIC certificate obtained?

Owners apply to the MCA enclosing documentary proof that an

11.What OLB entry must be made on the change of Master?

Offgoing Master should make an entry in the narrative section to the

12.Who would you inform after :-

a) spilling bunkers in a foreign port?

Harbour authorities, ships agent, P&I club correspondent, Ships

b) Sustaining collision damage at sea in way of a bunker fuel

MAIB, send a pollution report (HS report – Harmful Substances –

13.What are the contents of a certificate of British Registry?

14.What are the contents of an International Tonnage Certificate?

Ships particulars; length, breadth and moulded depth; GT and NT,

15.What surveys or inspections are required by the Load Line

Initial (before issue), renewal survey (at intervals not exceeding 5

17.What is a classification society ?

Classification societies publish rules for the construction,

18.What is the purpose of ship classification?

It is a requirement of hull and machinery insurers, P&I clubs, ship

19.What are your legal obligations on receiving a Mayday signal

To proceed with all speed to the assistance of the persons in distress,

20.(a) When are you released of your obligations?

If requisitioned, you can only be released on being informed by the

(b) What OLB entries must be made concerning distress signals?

On receipt of a distress signal – the details of the call; if a call is

21.What SOLAS certificates would you expect to find on your next