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MASTER EXAM ORAL QUESTIONS AND ANSWERS - LATEST QUESTIONS | Page 24
Q. 231) Exp the various shallow water effects ?
X
1.Sluggish movement
2.Vibration
3.Erratic steering, slow response.
4.Smelling the ground
5.Squat
6.Bow cushion and bank suction effect
7.Canal effect
Q. 232) What are the conventions covering liability
XObjective of the limiting liability is to promote ship owners to invest in this high risk venture (marine ).
It is unfair on the ship owners part that his liability is unlimted bcoz of the faults not of his own,( fault of navigation etc)
Can limit liability only for the liabilities caused outside a contract.
•International convention on limitation of liability for maritime claims. 1976 (1996 proto)
•International convention on civil liability for oil pollution damages 1969 (1992 proto)
•International convention on the establishment of an International fund for compensation for oil pollution damage 1992 (2000 proto )
•International convention on liability for the carriage of passengers & their luggage’s by sea 1974 ( 1976 & 2002 )
•International convention civil liability for bunker oil pollution damage 2001
Q. 233) Search and rescue structure in india
XThe Indian Coast Guard is the National Maritime Search and Rescue Coordinating Authority for executing /Coordinating Search and Rescue (SAR) missions in the Indian Maritime Search and Rescue Region (ISRR).
Director General Indian Coast Guard is the National Maritime SAR Coordinating Authority (NMSARCA).
Under NMSARCA, the ISRR of India is divided into three areas with Maritime Rescue Coordination Centres (MRCCs) located at Mumbai, Chennai, and Port Blair.
There are 10 Maritime Rescue Sub Centres (MRSCs) and 03 Maritime Rescue Sub Sub Centres (MRSSCs) operate under these MRCCs. The multi mission Indian Coast Guard Stations located along the coast, deploys state of the art ships and aircraft to provide SAR coverage in ISRR.
Q. 234) What is wreck ?
X
Wreck means:
1-goods, which have been cast into the sea and then sink and remain under water
2-goods which have been cast or fall into the sea and remain floating on the surface
3-goods, which are sunk in the sea, but are attached to a floating object in order that they may be found again
4-goods which are thrown away or abandoned
5-a vessel abandoned without hope or intention of recovery
Q. 235) 3 / 4th collision liability. (formerly known as %u201crunning down clause%u201d)
X•if the insured vessel is to blame for a collision with another vessel, underwriters undertake to pay three-fourths of the damage sustained by the other vessel up to a maximum of three fourths of the value of the insured vessel mentioned in the policy. Payments by the assured for cargo on this insured vessel are excluded in view of the fact that ship owners are not responsible, under the bill of lading terms, for the consequences of negligent navigation
•loss of or damage to other vessel
•delay to or loss of use of other vessel
•general average of other vessel
•salvage or salvage under contract of other vessel
•if both vessels are to blame in the collision, then the liabilities will be calculated as per the principle of cross liabilities, unless the liabilities are limited by law
•the 1/4th of liability not covered by the underwriters under the policy is usually insured under the ship owner’s P&I Club policy.
•3/4th of legal costs incurred by the assured in contesting liability
•The total liability of the insurer under this clause is limited to 3/4th of the insured value of the insured vessel
Exclusions , The following are excluded from the 3/4th liability cover
•removal or disposal of wreck/cargo
•the cargo or other property of insured vessel
•loss of life/personal injury
•pollution or contamination of any real or personal property
Q. 236) Contents of fire plan or fire control plan ?
XFire control plan is the detailed drawings which give complete details of ship’s total fire fighting equipment viz. portable fire extinguishers, mobile extinguishers and fixed fire fighting installations and their exact locations in each zone on board including the refills for the portable extinguishers where stored and location of fire party lockers and their contents Fire control plan is displayed in the form of big scale drawing in crew messes, officer’s saloon, bridge, machinery control room and main alleyways.
The fire control plans also indicates clearly the access and escape routes in different zones of the ship and the fire fighting equipment/fire hydrants/fire hoses-nozzles etc. available in each zone and their exact location.
The location of fire pumps/fire and bilge pumps/emergency fire pumps, the complete layout of the fire main system, the various main/bulkhead/isolating valves and the points/switches from where these pumps can be started in emergency.
The plan also gives to complete layout of different machinery compartments/spaces and accommodation, dinning and galley areas, main stores, various ventilation and exhaust blowers fitted and their dampers and the location from where they can be operated/shutdown in case of emergency/fire.
In case of a major fire, to assist the shore fire fighting organization, a copy of fire control plan is also kept safely in a steel tube painted red and marked “Fire Control Plan†in white. In case of a major fire on board ready help/information may not be available to the shore fire fighting personnel or ship’s personnel may have abandoned the ship. In such cases, the fire control plan kept in the steel tube becomes handy and guide for the shore personnel in fighting the fire.
Fire control plan drawing is periodically checked and updated and is duly approved by the competent Shipping Authority (MMD/DGS). Any change in number of portable or mobile fire extinguishers or change in their locations on board or any modifications/alterations in fire main system of other fixed fire fighting installations are incorporated in the fire control plan and approval for the new fire control plan is taken from the approving authority.
Q. 237) P&i club cover relating to refugees ?
XP&I clubs normally indemnify their members against the costs of proceeding to the assistance of persons in distress and the reasonable costs of caring for those persons and landing them. Diversion expenses will usually be covered where they are solely for the purpose of landing the rescued persons.Whilst on board, migrants will be “third partiesâ€, and the normal P&I cover against the owner’s liability for personal injury, illness or death of a third party will apply. Fines imposed on the owner by port States for bringing the migrants into the country, or where a migrant escapes from the ship, or for absence of proper documentation, will also normally be reimbursed by the P&I club.
In view of its degree of involvement, the P&I club should be kept advised by the ship’s master throughout the period during which the migrants are on board.
Q. 238) Manouvering information on ship ? contents of maneuvering booklet ?
XPilot card
1Ships details
2Draft / displacement / dead weight / anchor chains
3Ships dimensions
4Engine rpm and speed ( loaded & ballast )
5Steering particulars
6Bridge equipments status
Wheel house poster
Manoeuvring booklet
1.General description
2.Maneuvering characteristics in deep water
3.Stopping and speed control characteristics in deep water
4.Manouvering characteristic in shallow water
5.Maneuvering characteristic in wind
6.Maneuvering characteristic at low speed
7.Additional information
Q. 239) Masters inspection on galley. what all will you check ?
XCheck supplies of Provisions/ water.
Food handling equipments and storage.
Galley and food preparation equipments.
Pests and expiry..
Galley Exhaust clean or not
Chief cook dressed adequtly for safety and hygeine.
Q. 240) Goal based standards , what is it ? , how is it monitored ?
XThere is an increasing tendency to adopt a goal-based approach to regulation in general and there
are good technical and commercial reasons for believing this approach is preferable to more
prescriptive regulation. “Goal-based regulation†does not specify the means of achieving
compliance but sets goals that allow alternative ways of achieving compliance. For instance,
“People shall be prevented from falling over the edge of a cliff†is goal-based. In prescriptive
regulation the specific means of achieving compliance is mandated, e.g. “You shall install a
1 metre high rail at the edge of the cliffâ€.
Tier I - Goals
Tier II - Functional requirements
Tier III - Verification of compliance criteria
Tier IV - Technical procedures and guidelines, classification rules and industry standards
Tier V - Codes of practice and safety and quality systems for shipbuilding, ship operation, maintenance,training, manning, etc.
In general, verification should consist of the following four steps:
1 verification that prescriptive rules by classification societies are in accordance with the goal-based standards;
2 verification that the design of individual ships meets classification societies’ rules;
3 verification that the construction of ships meets classification societies’ rules; and
4 verification that the ship throughout its life meets applicable rules.
However this verification process is still in preliminary stages and IMO is still working on improving the verification process
GBS are now implemented for Oil tankers and bulk carriers, the progress will be reviewed along and improvments will be done on verification and GBS.
