ORAL
QUESTIONSADD YOUR
QUESTIONS
MASTER EXAM ORAL QUESTIONS AND ANSWERS - LATEST QUESTIONS | Page 32
Q. 311) what is sacrifice , what is extra ordinary sacrifice ?
X
SACRIFICE – FOR THE SAFETY OF ONE INTEREST. DOES NOT QUALIFY FOR GA. Example- over working engines to avoid stranding.
Extra ordinary sacrifice is for the safety of the common interest, qualifies for GA. Ex – over working engines to re float a stranded vessel.
Q. 312) Mschoa reporting is required as per what ?
X1.The IMO MSC adopted a resolution in May 2011 on the Implementation of Best Management Practice guidance, which recognizes the urgent need for merchant shipping to take every possible measure to protect itself from pirate attack and that effective self-protection is the best defence.
The resolution strongly urges all those concerned to take action to ensure that, as a minimum, ships' masters receive updated information before and during sailing through the defined High Risk Area ships register with the Maritime Security Centre Horn of Africa (MSCHOA) and report to United Kingdom Maritime Trade Operations (UKMTO) Dubai, and that ships effectively implement all recommended preventive, evasive and defensive measures.
2 Ms notice of india have also directed to follow with BMP
Q. 313) Psc defnitions ?
XClear grounds: Evidence that the ship, its crew or its safety management system does not comply with the requirements of the relevant conventions. Such evidence needs not necessarily be a deficiency, but may be an incident, and accident or and indication of substantial non-compliance/detainable deficiencies.
Deficiency: Non-compliance, discrepancy or deviation from the requirements of the relevant nstruments /conventions.
Detainable Deficiency: A deficiency that presents an immediate threat to the ship, its personnel or the environment, which renders the ship unsafe to proceed to sea.
Detention: Intervention action taken by the port State in case of detainable deficiencies or substantial non-compliance to ensure that the ship does not sail until detainable deficiencies have been rectified.
Expanded inspection: An inspection conducted according to non-mandatory guidelines only once during 12 months period for certain types of ships (tankers, bulkers and passenger ships) and certain categories of age and size.
Inspection: A visit on board a ship to check both the validity of relevant certificates and other documents, and the overall condition of the ship, its equipment, and its crew.
More detailed inspection: An inspection conducted when there are clear grounds for believing that the condition of the ship, its equipment, or its crew does not comply with the requirements of the relevant conventions. The inspection may focus on one area or be across various areas
Non conformity :A non-conformity means an observed situation where the objective evidence indicates the non-fulfilment of a specific requirement.
Major NC : Major non-conformities have to be rectified before departure.
A major non-conformity means an identifiable deviation which poses a serious threat to personnel or ship safety or a serious risk to the environment and requires immediate corrective action. In addition, the lack of effective and systematic implementation of a requirement of the ISM Code is also considered a major non-conformity.
Minor deficiency: in principle, all deficiencies must be rectified before departure, code 16 can be used in case of minor deficiency, which, to the professional judgement of the PSCO, is not hazardous to safety, health or the environment and does not require immediate follow-up.
Serious Deficiency: A deficiency that may present an immediate threat to the ship, its personnel or the environment, and that could be qualified as a detainable deficiency.
Stoppage of an operation: Formal prohibition against a ship to continue an operation due to identified deficiency that, singly or together, render the continuation of such operation hazardous.
Substandard ship: A ship whose hull, machinery, equipment, or operational safety is substantially below the standards required by the relevant convention or whose crew is not in conformance with the safe manning document.
Q. 314) Lrit flow chart ? range of LRIT ? LRIT communication service provider and application ser
X1.Range of LRIT - SOLAS Contracting Governments will be entitled to receive information about ships navigating within a distance not exceeding 1000 nautical miles off their coast
2.Whilst the Application Service Provider is M/s CMC, the Communication Service Provider would be M/s Tata Communications in India.
3.The LRIT information ships will be required to transmit include the ship’s identity, location and date, and time of the position
4.The LRIT system consists of the shipborne LRIT information transmitting equipment, the Communication Service Provider(s), the Application Service Provider(s), the LRIT Data Centre(s), including any related Vessel Monitoring System(s), the LRIT Data Distribution Plan and the International LRIT Data Exchange. Certain aspects of the performance of the LRIT system are reviewed or audited by an LRIT Co-ordinator acting on behalf of all Contracting Governments.
LRIT information is provided to Contracting Governments and Search and rescue services entitled to receive the information, upon request, through a system of National, Regional, Co operative and International LRIT Data Centres, using where necessary, the LRIT International Data Exchange.
Q. 316) A 25 year oldforeign flagged tanker wants to enter an indian port ? what are the requirements ?
XANY FOREIGN VESSEL MORE THAN 300GT TO HAVE VALID INSURANCE COVERAGE AGAINST MARITIME CLAIMS
OIL / CHEMICAL > 20YRS
DRY/BULK/PASSENGER > 25YRS
GAS TANKERS >30 YRS
NEED TO BE CLASSED UNDER A CLASS WHO IS IACS MEMBER OR UNDER THE ORGANISATION RECOGNISED BY THE INDIAN GOVT AGENTS NEED TO SUBMIT INSURANCE COPY AND CERT OF CLASS COPY TO THE PORT ATLEAST 48 HRS PRIOR ENTRY.
OPERATOR NEED TO SUBMIT A DECLARATION THAT THE AGENTS APPOINTED WILL BE VALID FROM THE TIME OF ENTRY TO TIME OF EXIT AND THE ALL THE DETAILS FURNISHED IS TRUE.
INSURANCE COPY TO BE VALID AT ALL TIMES DURING HER STAY AT THE PORT
Q. 317) Explain decision support system on passenger ships ?
XDECISION SUPPORT SYSTEM : RESOLUTION A.796 (19) adopted on 23 November 1995 RECOMMENDATIONS ON A DECISION SUPPORT SYSTEM FOR MASTERS ON PASSENGER SHIPS
The basis for decision-making in emergency situations on board modern high-tech passenger ships
today consists of some potential for situation monitoring and a number of manuals for use in case of
emergencies such as collisions, groundings, capsizing/sinking, or fire.
Monitoring functionalities are limited, and the digital non-standardized instrument displays situated on the navigation bridge make it difficult to detect critical trends.
The decision-maker on the navigation bridge today has to consult and retrieve information from several emergency procedures and contingency plans with different layouts depending on the type of emergency while the emergency is developing. The current retrieval of information is often time-consuming, and the distribution of instrument displays on the navigation bridge is sometimes irrational, adding to the confusion during emergencies.
In order to improve capacity for rapid decision-making in emergency situations, it is recommended that
the following functions are implemented on board the ship:
1 integrated monitoring system &
2 decision support system for emergency management.
Integrated monitoring system
A computer-based monitoring system with a graphical interface is provided on the navigation bridge.
The system should be able to present time series and alarm levels of sensor signals. If a critical trend
is detected or the alarm level is exceeded, the system should alert the master/officer of the watch by audible alarms, and a visual indication of the sensor signal in question should be provided. The timing aspect is crucial, and the early warning provided by the monitoring system will, in most emergency scenarios, significantly limit the consequences.
The following sensor signals should be monitored, where applicable:
1 draught, trim and heel
2 liquid/water level indicators in all compartments below the main deck;
3 water level indications in all compartments on the main deck at positions where water might
be trapped in case of flooding
4 status of all watertight and fire doors;
5 status of bow doors and any other shell doors;
6 status of shell door locking devices;
7 stress levels in bow door locking devices;
8 temperature and smoke concentrations in all compartments;
9 status of all control devices for emergency management (pumps, valves, doors, vents &dampers)
10 water depth.
Alarm modes for status of bow door locking devices should be integrated with propeller RPMs (or a
similar "at sea indicator") such that the master is alerted if locking devices are not locked when the ship is at sea.
4 Decision support system for emergency management
A co-ordinated decision support system for emergency management should be provided on the bridge.
The system should, as a minimum, be based on user-friendly paper-based emergency plans
Emergency shipboard situations should be identified within, but not limited to, the following main groups of emergency shipboard situations:
1 fire
2 damage to ship;
3 pollution;
4 acts threatening the safety of the ship and the security of its passengers and crew;
5 personnel accidents
6 cargo-related accidents
7 emergency assistance to other ships.
The emergency procedures should also provide decision support for handling any combined situation.
Emergency procedure manuals should have a common format and should be easy to use, & the
Procedures should cover all likely emergency scenarios. It should be required that damage control procedures use the actual loading condition as calculated for the ship's voyage stability.
The Administration may accept the use of a computer-based decision support system which would comprise all the information in the paper manuals, procedures, checklists, etc, on the bridge,& would be capable of presenting a list of recommended actions to be carried out in case of emergencies.
Q. 318) Reporting of marine casuality
Xthe Director General of Shipping and Secretary to the Govt. of India, hereby, directs all the Indian Shipping companies and recruiting agents of the Indian seafarers to ensure that all instances of
marine casualties/incidents involving Indian nationals on board Indian and foreign flag vessels are
reported to the Directorate General of Shipping in the enclosed format within 48 hours from the time
of occurrence of the incident and the information to be forwarded to the Directorate on fax
(91-22-2613655) and E-mail: dgship@dgshipping.com A copy of the report shall also be forwarded to
ISPS Communication Centre which is accessible 24 hours X 7 days on fax No.91-22-22613636 and e-mail
dgcommcentre@satyammail.net and dgcommcentre@vsnl.net .
Further, a detailed report of the incident to be forwarded to the Directorate, giving the details on
the casualty/incident, progress of investigation, details on the information given to the next of kin
of the affected seafarer and details of the action taken by the company to assist affected seafarer and the family in the format enclosed herewith.
Also, a copy of the investigation report into the marine casualty to be obtained from the respective flag state or the coastal state within whose territorial waters the casualty has occurred and is to be submitted to the Directorate immediately.
Q. 319) What is the sub committee of imo. what is the role of sub comm
XRole of sub committee is to Assist and support technical commitee
The various committee are
Sub-Committee on Human Element, Training and Watchkeeping (HTW);
Sub-Committee on Implementation of IMO Instruments (III);
Sub-Committee on Navigation, Communications and Search and Rescue (NCSR);
Sub-Committee on Pollution Prevention and Response (PPR);
Sub-Committee on Ship Design and Construction (SDC);
Sub-Committee on Ship Systems and Equipment (SSE); and
Sub-Committee on Carriage of Cargoes and Containers (CCC)
Q. 320) Islerep reporting when , who and why ?
X1.All ships of 50 metres or greater in overall length;
2.All oil tankers, liquefied gas carriers, chemical tankers or ships coming with the INF Code, regardless of length
3.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,minicoy and Lakshadweep islands within 20 nmiles
The main purpose of the reporting is to monitor the ships, with respect to pollution prevention and environmental protection.
