MASTER EXAM ORAL QUESTIONS AND ANSWERS BY CAPT-SENGUPTA - LATEST QUESTIONS
Illustrate both the side and bottom plating as a continuous whole and shows the numbering of plates and lettering of plate strakes for reference purposes.
These plans are essential for describing the locations of damage to the shipâ€™s shell and connections to the shell. This plan shows the boundaries of the shell plates and thickness of each plate in millimeters.Recent bulk carriers built to IACS common structural rules show net scantlings, on which strength calculations are based, as well as gross scantlings which include corrosion addition plus ownerâ€™s addition, when applicable. In other words a minimum and maximum is shown for each plate thickness.The frames, floors, girders, longitudnals, bilge keels and stringers which make contact with shell plates are also shown.The locations of other features such as sea chests and anchor pods are also shown.Frame numbering appears at the bottom and top of the plan, counting forward and aft, from zero at after perpendicular(at the rudder stock) The limits of each cargo hold are also shown at the top of the plan.Generally a convention is adopted for naming or numbering the strakes of the platings, with A, B, C etc starboard or port from the midships(where the greatest number of strakes are found) and A being the keel plate
Quarterly listing for the merchant vessel issued by it classification society is a document consist of information such as Vessel's Name, IMO No., details for Registered Owner and Technical Operator, status of Statutory Surveys records and Class Survey records along with the window and due dates.
Class Notations along with information such as year ship built etc are also given.
Where owner's opted for CMS (Continuous Machinery Surveys) are also listed along with the date last inspection done.
One of the most important part of document is where pending CoC (Condition of Class / Outstanding recommendation) are written along with their due date.
Documents also has note / memorandum which are set up by class due to forthcoming new regulations along with their due date / observation not very serious in opinion of Class Surveyor but need attention during the major surveys (e.g. Dry docking)
Traditionally the documents was issued / printed on quarterly basis and sent to Owners / Operator in hard copy and hence called as Quarterly Listing. However, as the time has changed, the documents can be downloaded on real time basis from Classification website using the operator's User ID and Password
NUC making way seen from astern or aground vessel. alter course to port , enter in opposite lane. add as many details as u can like acquiring the target on radar, determining whether it is aground or NUC from the speed of the vessel, check navtex and EGC messages, ask VTS etc. Once u have explained, he will break the vessel into two and will ask u to assist her. Make sure that u dont lower ur own lifeboat or rescue boat otherwise u will endanger the safety of ur crew. Let them lower their lifeboat and come close to u. Give their lifeboat a lee so that they can board. prepare safety nets in advance, anchor party also to be standby since u r approacing shallow depths. check chart for available depth. After the above , he will ask what will u do if ur engine fails. drop anchor immediately.
Your duty to keep clear but don't enter the opposite lane, alter and keep well clear. Enter the separation zone if its an emergency.
Laydays - The period of days during which the ship must present herself at the loading port, and during which charterers are obliged to accept the ship for loading.
Cancelling date is the final layday after which, if the ship presents herself at the loading port, charterers have no obligation to load the cargo.
For example, a lay/can of 18/22 would mean that the first layday is the 18th of the month, and the final layday, or cancelling date, is the 22nd.
Laytime - The period of time agreed between the shipowner and charterer during which the owner will make and keep the ship available for loading and/or discharging without payment additional to the freight. Laytime is measured in days, hours and minutes, and can be considered as a reservoir of time that is gradually used up by the charterer.
Three conditions must be met before laytime can commence
(1) The vessel must be an arrived ship
(2) she must be fully ready to load or discharge and
(3) notice of readiness must have been tendered in accordance with the Charterparty.