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MASTER EXAM ORAL QUESTIONS AND ANSWERS - LATEST QUESTIONS | Page 119
Q. 1181) When are the dynamic / static test of lifeboat done ? what about the impact and drop test of lifeboat ?
X
Q. 1182) Type of ships as per loadline ?
X
Type A ship is one which:
%u2022 is designed to carry only liquid cargoes in bulk;
%u2022 has a high integrity of the exposed deck with only small access openings to cargo compartments, closed by watertight gasketed covers of steel or equivalent material; and
%u2022 has low permeability of loaded cargo compartments.
A Type A ship is to be assigned a freeboard following the requirements reported in the International Load Line Convention 1966, as amended.
Type B ship
All ships which do not come within the provisions regarding Type A ships stated in [3.21.1] are to be considered as Type B ships.A Type B ship is to be assigned a freeboard following the requirements reported in the International Load Line Convention 1966, as amended.
Q. 1183) Does a state contribute in fund ? how is it decided how much to contribute ?
XThe 1992 Fund is financed by contributions levied on any person who has received in one calendar year more than 150 000 tonnes of crude oil and heavy fuel oil (contributing oil) in a State Party to the 1992 Fund Convention.
The levy of contributions is based on reports of oil receipts in respect of individual contributors. Member States are required to communicate every year to the 1992 Fund the name and address of any person in that State who is liable to contribute, as well as the quantity of contributing oil received by any such person. This applies whether the receiver of oil is a Government authority, a State-owned company or a private company. Only persons having received more than 150 000 tonnes of contributing oil in the relevant year should be reported.
The Fund Secretariat estimates the amount required for the following year for compensation payments and administrative costs. The decision on the total amount required is taken by the Assembly. This amount is divided by the total quantity of contributing oil received in the Member States. This gives an amount per tonne of oil received. The quantity of oil received by each contributor is multiplied by the amount per tonne to get the amount in pounds sterling which has to be paid by that contributor.
http://www.iopcfund.org/finance.htm
http://www.iopcfund.org/npdf/genE.pdf
Q. 1184) Difference between doc and smc ?
X1. DOC for Company while SMC for Ships of that Company.
2. Validity of DOC and SMC both 5 Yrs.
3. DOC has annual Survey while SMC has only 1 Intermediate survey in 5 yrs.
Q. 1185) Coc ? example ?
XCondition of class....and not certificate of competency.
Example : A vessel loosing its anchor and then class can issue COC to sail till next port where a new Anchor can be placed back on ship.
Q. 1186) V / l is coming out of port and some dangerous situtation require tugs for help. will it come under salvage ?
XYes it will if there is a threat to the maritime property. For a salvage to occur following 4 points have to be present
1. Voluntary
2. Success
3. Maritime property must be involved
4. Peril
Q. 1187) Pressure testing of the co2 system ?
X
Periodical Pressure Testing of CO2 piping i.e. 5/10/15 years:
(a) 5 yearly routines:
(i) At intervals of not more than 5 years, a carbon dioxide fire extinguishing installation must be subjected to the tests described below
(ii) The servo - cylinders and any remote controlled stopcocks to be tested by opening one pilot cylinder. The battery must be uncoupled for the purpose
(iii) The proper operation and correct connections to the cargo holds to be checked.
(iv) The entire installation to be checked to make sure that it is operational.
(v) The spring-loaded safety valves must be also checked and reset to 180 kg/cm.
(vi) The alarm system must be tested to make sure that it functions properly.
(b). 10 yearly routines:
(i) At intervals of not more than 10 years, the section of a carbon dioxide fire extinguishing system, which can be shut off, must be tested with carbon dioxide or air at a minimum pressure of 25kg/cm2.
(ii) All the tests described in "a" above.
(c ) 15 yearly routines:
(i) The piping must be pressure tested as follows: -
1) The high pressure section up to and including the engine room, boiler room or pump room stopcock and up to and including the operating valves or cocks to the cargo holds:
At a pressure of at least 190 kgf/cm2 using a suitable liquid.
2) The medium pressure section (open ended pipes where they run through accommodation spaces, together with the section of the main supply line running to the engine room, boiler room or pump room between the stopcock and the room concerned):
At a pressure of at least 80 kgf/cm2 using a suitable liquid.
3) Low pressure section (other pipes with open ends):
With air at a pressure of at least 6 kgf /cm2
Pipes running from the pilot cylinders to the servo-cylinders and the sections of pipes to deep tanks, which can be shut off, must be considered as part of the high-pressure system. Pipe sections and valves tested hydraulically with water must be blown dry with air.
(ii) The servo-cylinders and any remote-controlled stopcocks to be tested by opening 1 pilot cylinder. The battery must be uncoupled for the purpose;
(iii) The alarm system to be tested with the engine operating to full capacity;
(iv) The setting of the spring loaded safety valves at 180 kgf/cm2 .
(v) The proper operation and correct connections to the cargo holds to be checked
(vi) The free flow of carbon dioxide out of the nozzles into the engine room, boiler room or pump room to be checked by opening one or more cylinders of the battery or by using air at a minimum pressure of 25 kgf/cm2;
(vii) The entire installation to be checked to make sure that it operational.
The high-pressure section that can be shut off, the stopcocks and the controls to be checked for tightness under operational conditions by opening one cylinder of the battery. This check may be omitted if the equipment is intended solely for the engine room and consists of not more than 15 cylinders.
Q. 1188) Define nc ? who will issue nc ? can a vessel sail with nc ?
XIt is a obseved situation where objective evidence shows non-fulfilment of specified requirements.NC's are issued by auditors.Vessel can sail with NC but it has to be closed with in a specified period agreed between the auditor and master/owner.If NC is not corrected in time DOC can be affected which inturn affects SMC certificate
- X
0 Non conformity is now addressed differently in some companies.
Q. 1189) Epirb got transmitted by mistake ? what action ? why cannot we switch off the epirb directly ?
X1. Contact the Nearest MRCC.Same can be obtained from ALRS Vol 5.
2. Inform the nearest MRCC that EPIRB got activated by mistake.
3. Switch off EPIRB by taking out its battery.
4. Inform the company about the incident.
5. Log into the Devk Log book of all events.
We should not switch off immediately since the MRCC might think that the vessel is already sunk and will take longer to contact us as then we will not be transmitting any signal. MRCC may start its SAR operations which will result in useless expenses.
In addition the answer below-
In case of Indian vessels, incidents involving false alert should also be informed to DG shipping without any delay by fax/telex/telephone.
A questionnaire will be sent by MRCC asking
STATE REASON FOR ACTIVATION, SUCH AS; -MISHANDLING HUMAN ERROR I.E.: IMPROPER %u2013USE, -INSTALLATION -TESTING AND MAINTENANCE, -DISPOSAL (BATTERY INSTALLED), -OPERATION PROCEDURE, OR OPERATOR UNFAMILIAR WITH EPIRB, OTHER -TECHNICAL REASON, I.E.: FAULTY ACTIVATION SWITCH, WATER INGRESS, TRANSMITTED DISTRESS SIGNAL WHILE IN TEST POSITION, OR OTHER %u2013MOUNTING FAILURE, I.E: STRAP OR BRACKET FAILURE, FAULTY RELEASE MECHANISM, IMPROPER MOUNTING, OTHER -ENVIRONMENTAL CONDITIONS I.E.: EXTREME WEATHER WITH WASH-OVER, LIGHTENING, THE EPIRB WAS WASHED OVERBOARD, OTHER.
When a distress alert is received and on investigation it is found that the false distress alert has been transmitted due to insufficient precaution or negligence, and INMCC, Bangalore or INMCC covering the vessel's area of operation is not immediately informed, then recovery of actual costs involved in pressing into service of Coast Guard and/or aircraft may have to be borne by shipping company in addition to any fine that may be imposed.
Q. 1190) Wearing turn ?
XTo turn by having the bow swung away from the wind almost by 180 degrees widely used on sailing ships.
