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MASTER EXAM ORAL QUESTIONS AND ANSWERS - LATEST QUESTIONS | Page 27
Q. 261) Type a and type b100 ship difference wrt to loadline
X
A type A ship is one which:
(a)is designed to carry only liquid cargoes in bulk;
(b)has a high integrity of the exposed deck with only small access openings to cargo compartments, closed by watertight gasketed covers of steel or equivalent material; and
(c). has low permeability of loaded cargo compartments.
(3). A type A ship, if over 150 m in length, to which a freeboard less than type B has been assigned, when loaded shall be able to withstand the flooding of any compartment or compartments, with an assumed permeability of 0.95,and shall remain afloat in a satisfactory condition of equilibrium. In such a ship, the machinery space shall be treated as a floodable compartment, but with a permeability of 0.85.
(4).A type A ship shall be assigned a freeboard not less than that based on table 28.1.
Type B ships
(5). All ships which do not come within the provisions regarding type A ships in paragraphs (2) and (3) shall be considered as type B ships.
(6).Type B ships, which in position 1 have hatch covers which are permitted by the Administration to comply with the requirements of regulation 15 (other than paragraph (6)) or which are fitted with securing arrangements accepted under the provisions of regulation 16(6), shall be assigned freeboards based upon the values given in table 28.2, increased by the values given in table 27.1.
Q. 262) Master over riding authority:
XThe Company should establish in the safety management system that the master has the overriding authority and the responsibility to make decisions with respect to safety and pollution
prevention and to request the Company’s assistance as may be necessary.
Q. 263) Various ship reporting system and purpose
XINDSAR,
THE INDIAN (MARITIME) SEARCH AND RESCUE (COMPUTERISED SHIP REPORTING SYSTEM), DEVELOPED BY THE INDIAN COAST GUARD, IS A UNIQUE COMPUTER-BASED, AND VOLUNTARY SHIP REPORTING SYSTEM USED BY SEARCH AND RESCUE AUTHORITIES TO ARRANGE FOR ASSISTANCE TO PEOPLE IN DISTRESS AT SEA. WITH INDSAR, RESCUE CO-ORDINATORS CAN IDENTIFY PARTICIPATING SHIPS IN THE AREA OF DISTRESS AND DIVERT THE BEST-SUITED SHIP OR SHIPS TO THE SCENE. PARTICIPATING SHIPS SEND VOYAGE MESSAGES TO THE INDSAR CENTRE MANAGED BY THE COAST GUARD AT MRCC MUMBAI VIA INMARSAT 'C'
Ships transiting through the Indian Maritime Search and Rescue Region (ISRR). (300 gt n above)
Ships entering/leaving Indian ports and operating within the ISRR.
All Indian registered vessels of 100 GRT and more, including sailing and fishing vessels engaged in international and domestic coastal voyages, ( Must )
All vessels carrying dangerous goods, vessels more than 20 years old and vessels requiring assistance due to urgency or distress.
INSPIRES- Indian ship position and information reporting system.
In order to exercise effective open ocean vessel management to provide security to vessels, weather forecast to enhance safety of navigation and monitor incidents of pollution from ships engaged in carriage of hazardous cargoes, the Indian Navy in co-ordination with Directorate General of shipping established an Indian Ship Position and Information Reporting System
This reporting system has wider area of coverage in the Indian Ocean. An Indian Naval Communication Centre (COMCENs) Mumbai and Vishakhapatnam are functioning as the shore stations for receiving INSPIRES messages from all vessels.
All Indian vessels including coasting / fishing vessels of tonnage 300 GRT and above shall participate in this reporting system.
All vessels other than Indian ship of tonnage 100 GRT and above are encouraged to send the reports when they are transiting within the INSPIRES ship reporting areas.
All offshore supply / support vessels operating within Offshore Development Area (ODA) in the Arabian Sea and Bay of Bengal having valid security clearance issued by the ODAG and less than 20 years of age without any detention under the PSC / FSI regime during past one year conforming to the DGS requirements in respect of safety, safe manning and protection of marine environment may not send such reports but are encouraged to participate in this system.
ISLEREP- part of INSPIRES
All ships of 50 metres or greater in overall length;
All oil tankers*, liquefied gas carriers, chemical tankers or ships coming with the INF Code, regardless of length;
Ships engaged in towing or pushing where the towing or pushing ship or the towed or pushed ship is a ship prescribed within the categories shown above or where the length of the tow, measured from the stern of the towing ship to the after end of the tow, exceeds 150 metres.
all ships closing Andaman, nicobar, and Lakshadweep islands within 20 nmiles
Various reports
1.Sailing Plan (SP) – Before or as near as possible to the time of departure from a port within system or when entering the area covered by a system.
2.Position Report (PR ) – when necessary to ensure effective operation of the system.
3.Deviation Report (DR) – When the ship’s position varies significantly from the position that would have been predicted from previous reports, when changing the reported route, or as decided by the master.
4.Final Report (FR) – On arrival at destination and when leaving the area covered by a system.
5.Dangerous goods report (DG) – When an incident takes place involving the loss or likely loss overboard of packaged dangerous goods, including those in freight containers, portable tanks, road and rail vehicles and shipborne barges, into sea.
6.Harmful substances report (HS) – When incident takes place involving the discharge or probable discharge of oil (Annex 1 of MARPOL 73/78) or noxious liquid substances (Annex II of MARPOL 73/78).
7.Marine pollutants report (MP ) – in the case or likely loss overboard of harmful substances in packaged form including those in freight containers, portable tanks, road and rail vehicle and shipborne barges, identified in the International Maritime Dangerous Goods Code as marine pollutants (Annex III MARPOL 73/78).
8.Any other report – Any other report should made in accordance with the system procedures. Details of types of ships and areas of applicability of times and geographical positions for submitting reports, of shore establishments responsible for operation of the system and of the services provided should be clearly specified
Q. 264) Eedi - how does it apply to existing ships when the engines are not modified ?
XThe EEDI for new ships is the most important technical measure and it aims at promoting the use of more energy efficient (less polluting) equipment and engines. The EEDI requires a minimum energy efficiency level per capacity mile (e.g. tonne mile) for different ship type and size segments. From 1 January 2013, following an initial two year phase zero when new ship design will need to meet the reference level for their ship type, the level is to be tightened incrementally every five years, and so the EEDI is expected to stimulate continued innovation and technical development of all the components influencing the fuel efficiency of a ship from its design phase. The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energy efficiency level is attained, ship designers and builders are free to use the most cost-efficient solutions for the ship to comply with the regulations. The EEDI provides a specific figure for an individual ship design, expressed in grams of carbon dioxide (CO2) per ship’s capacity-mile (the smaller the EEDI the more energy efficient ship design) and is calculated by a formula based on the technical design parameters for a given ship.
The CO2 reduction level (grams of CO2 per tonne mile) for the first phase is set to 10% and will be tightened every five years to keep pace with technological developments of new efficiency and reduction measures. Reduction rates have been established until the period 2025 to 2030 when a 30% reduction is mandated for applicable ship types calculated from a reference line representing the average efficiency for ships built between 2000 and 2010. The EEDI is developed for the largest and most energy intensive segments of the world merchant fleet and will embrace 72% of emissions from new ships covering the following ship types: oil tankers, bulk carriers, gas carriers, general cargo, container ships, refrigerated cargo and combination carriers.
The Ship Energy Efficiency Management Plan (SEEMP) is an operational measure that establishes a mechanism to improve the energy efficiency of a ship in a cost-effective manner. The SEEMP also provides an approach for shipping companies to manage ship and fleet efficiency performance over time using, for example, the Energy Efficiency Operational Indicator (EEOI) as a monitoring tool. The guidance on the development of the SEEMP for new and existing ships incorporates best practices for fuel efficient ship operation, as well as guidelines for voluntary use of the EEOI for new and existing ships. The EEOI enables operators to measure the fuel efficiency of a ship in operation and to gauge the effect of any changes in operation, e.g. improved voyage planning or more frequent propeller cleaning, or introduction of technical measures such as waste heat recovery systems or a new propeller. The SEEMP urges the ship owner and operator at each stage of the plan to consider new technologies and practices when seeking to optimise the performance of a ship.
Q. 265) Grain stability criteria
X1. The angle of heel due to an assumed shift of grain should not exceed 12º.
2. The net or residual area between the heeling arm curve should not be < 0.075 mR.
3. The GM should not be less than 0.3 m.
4. Ship should be upright
5. The master must demonstrate compliance with the criteria at all stage of the voyage.
Q. 266) Damage stability booklet and damage stability plan what al info you will get ?
XA damage control plan show
•Should be in scale adequate to show clearly the required contents of the plan, but not less than 1:200
•Inboard Profile
•Planned views of each deck
•transverse sections
The following is to be shown
1. w/t boundaries of the ship
2.location and arrangement of cross flooding systems , blow out plugs and any mechanical means to correct list due to flooding, together with locations of all valves and remote controls if any
3.locations of all watertight closing appliance including internal door or ramps (RORO) -their controls indicators alarms etc. Location of doors / ramps to be kept closed when at sea(SOLAS II-1/15) must be clearly indicated
4.location of all doors in the shell , position indicators, leakage detection and surveillance devices
6.Location of Bilge and Ballast pumps and valves associated and their controls
7.Pipes, ducts or tunnel if any through which limited progressive flooding has been accepted by the admin.
Damgae stability booklet
•Introduction
• Principal Dimensions
• Damage Assumptions
• Survival Criteria
• Description of damage case
• Margin line data
• procedure to investigate damage stability
• procedure for max allowable kg curve and corresponding minimum required loading weights (curve of minimum operational GM
• Example Calculations
• Appendices
Q. 267) Contents of SSP ?
X1.General
2.Ship security organizational structure and responsibility
3.Personal training
4.Drills and Exercise
5.Managment of records and document
6.Responding to security levels
7.Procedure for co ordinating with Port facility and other ship
8.Declaration of security
9.Security communications
10.Security Equipments
11.Ships implementation of responsibility of ship security
12.Control of boarding points
13.Restricted areas
14.Cargo Hndling
15.Delivery of ships store and fuel
16.Ship security monitoring
17.Security measures at various security levels
18.Procedures for security incident and emergency plan
19.Audit and amendmendts to SSP
20.Activities inapplicable to ISPS code
Anx1 – Contact points of contrating governments
Anx2- General arngmnt of ship
Anx3 –Sample DOS
Anx4- Forms/chklist related to security
Q. 268) How will you ask for salvage ?
XWhen a vessel is in peril, the master must immediately assess the threat and decide urgently whether assistance, including salvage assistance, is needed or not. The master should always over-react on the side of safety and pollution prevention rather than delay in the hope that the situation may improve.
The master of a vessel in peril should -
- seek advice and instructions from the shipowner, but only if time allows. If the urgency of the situation does not permit communications with the owners of the property in peril, the master will usually have authority to act on his own initiative (i.e. as an agent of necessity).
- immediately request assistance if he thinks it necessary for the safety of the ship, crew and cargo.
- accept the assistance that seems the most reasonable, taking into account the possible value of the assisting ships, her ability to perform the salvage services and the amount of her deviation from her intended route.
- try to obtain agreement to Lloyd’s Open Form 2011 before accepting any salvage services offered.
- give the salvor all possible assistance to enable him to do the job, remembering, however, that the more that can be done by the ship’s crew, the less will be the salvor’s reward and the cost to the shipowner and cargo owners. (Professional salvors may well want to do everything, in order to maximise their reward.)
- gather contemporaneous evidence relating to:
the terms on which assistance was offered and accepted (e.g. witnessed log entries of radio messages);
details of assisting vessels and their equipment used (e.g. ropes, pumps, etc.);
any measures taken before the salvor’s arrival, and measures that might have taken to save the ship had
salvors not arrived (i.e. “sue and labour†cost items);
any damage to the ship, injuries to crew, etc.;
assistance rendered by the ship’s crew, the master and the ship’s own equipment during the salvage
services
Q. 269) What type of survey is carried out by class to issue certificate of class ?
XThe following are carried out prior issuing Cert of Class
1.A technical review of the design plans and related documents for a new vessel to verify compliance with the applicable Rules;
2.Attendance at the construction of the vessel in the shipyard by a Classification Society surveyor(s) to verify that the vessel is constructed in accordance with the approved design plans and classification Rules;
3.Attendance by a Classification Society surveyor(s) at the relevant production facilities that provide key components such as the steel, engine, generators and castings to verify that the component conforms to the applicable Rule requirements;
4.Attendance by a Classification Society surveyor(s) at the sea trials and other trials relating to the vessel and its equipment prior to delivery to verify conformance with the applicable Rule requirements;
5.Upon satisfactory completion of the above, the builder’s/ship owner’s request for the issuance of a class certificate will be considered by the relevant Classification Society and, if deemed satisfactory, the assignment of class may be approved and a certificate of classification issued.
Q. 270) Action as per ms act incase of collision ?
XOverloading cargo ship – 15000
Overloading passenger sub division LL – rs 11000
Marpol violation – rs 5 lakhs
Sending a ship to sea without certified personnel – 6months prison / rs 10000 fine
