1) What is Solas equivalent to Singapore ships?

SOLAS Equivalent to Singapore flag ships is the MERCHANT SHIPPING ACT

chapter 179 regulation 11.

2) What is legislation does Singapore ships should

Follow?
Singapore flag ships should follow Maritime legislation of Singapore which
includes acts of parliament in Singapore that affect the port of Singapore
and ships register under the Singapore flag.
Currently, the Maritime and Port Authority of Singapore administer four
Acts, namely:
1. Maritime and Port Authority of Singapore (Chapter 170A);
2. Merchant Shipping Act (Chapter 179);
3. Prevention of Pollution of the Sea Act (Chapter 243); and
4. Merchant Shipping (Civil Liability and Compensation for Oil Pollution)
Act (Chapter 180).

3) What is subsidiary legislation?

Subsidiary Legislation is the written law made by ministers, administrative
agencies and statuary boards under the authority of the STATUTE (parent
act) or other lawful agency and not directly by Parliament.
Although there is no general requirement (as there is in the United
Kingdom) for subsidiary legislation to be laid before Parliament for its
information, this is usually done in Singapore.
Regulations made by MPA given authority by minister of Singapore
are called subsidiary legislation.
MPA of Singapore administrate 4 ACTS OR STATUTES:
I.
Maritime and port authority of Singapore (Chpter 170A)
II.
MERCHANT SHIPPING ACT ( CHAPTER 179)
III.
PREVENTION OF POLLUTION OF THE SEA ACT (CHAPTER 180)
IV. MERCHANT SHIPPING (Civil liability and compensation for oil
pollution) act (CHAPTER 180)

4) What are circulars and how are they related to

MSA?
Circulars provide the shipping community with updates on developments
Within the Singapore port as well as international guidelines/regulations
on
ship, crew and port operations, among other areas.
Type of circulars and notices:
a) Port Marine Circulars (Issued by Port Master) regarding changes of
any
rules/ regulations which affect only within harbour limits
b) Port Marine Notices (issued by Port Master) regarding any
construction
or maintenance/repair works carried out which temporarily hampered the

navigation within the harbor

Both the above usually issued to shipping community, harbor crafts &
pleasure crafts
C) Shipping Circulars (issued by Director of Marine) regarding national and
international Regulations updates, changes or recommendation, usually
concern Ship owner, manager, operator, Master, Flag ship and shipping
community.

5) What is Merchant shipping circular?

Merchant Shipping Circulars (issued by Director of Marine) regarding
national and
International Regulations updates, changes or recommendation, usually
concern Ship owner, manager, operator, Master, Flag ship and shipping
community.

6) Second officer called 2am rcvd distress msg, main

concern(Action to rescue/If not then how to justify authority)
7) Actions when distress msg rcvd - do not mention tanker on
fire?
Answer: (See IMSAR VOL 3 OR GMDSS Vol 5 flow diagrams on correct procedures to react to the
distress alert)
- In no case should a ship transmit a DSC distress relay call on receipt of a DSC distress alert on either
VHF DSC or MF DSC channels.
- Distress relay calls on HF channels should be initiated manually
My actions will be:
- Check distress position and own ship position.
- If able to provide assistance without endangering own ship and crews
Consult COMSAR. Circ 25 flow diagram on receipt of distress alert:
o Listen on VHF ch16 or 2182khz for 5 mins
o If CS or RCC does not acknowledge the call, acknowledge the alert by radiotelephony (ch.16/ 2182
khz)
o Inform CS or RCC
o Enter details into the log
o Reset the system.
Consult IAMSAR volume III for SAR operation.
Establish communication as soon as possible and obtain details of distressed vessel; such as:
o The Ship identity, ship name, call sign and etc.
o Position
o Course
o Speed
o Nature of distress
o Type of assistance required
Provide vessel in distress my own ship info such as:
o Own ship identity
o Ship current position
o Ship course and speed
o ETA to the scenes
o Distress vessel bearing and distance
I will try contact the RCC/ SMC via coast radio station, try to obtain as much information from the
SMC such as the SAR action plan, the identity and the contact of the OSC.
I will carry out the on board preparation for SAR.
If I cannot find any survivor after going to the scene, I will report to RCC and Conduct the
expanding square search.

On board preparations for proceeding for search and rescue:

o Post extra look out ( if good visibility, put them high up from the horizon; if visibility is bad, put
them near to the sea surface at fwd station)
o Ship proceed at full speed but inform C/E to standby the engine for maneuvering.
o Inform owner / charterer about the deviation
o Note down the point of deviation and R.O.B
o Assign duties to Officers.
Instruct C/O to prepare:
Prepared the hospital for receive any casualties, stretchers, blankets, food, medicines.
Prepare rescue boat for immediate launching
Prepared rescue crew s and check communication.
Get all the LSA ready for immediate use: lifebuoy, LTA, buoyant life lines and etc.
Rig guest wrap, accommodation ladder, scrambling nets and lifelines running from bow to astern at
the water edge at both side.
Prepare cranes and derricks with cargo nets for recovery of survivors.
Test search light, signaling lamp, torches
Instruct 2nd officer to:
Plot both vessels positions and establish course to rendezvous at maximum speed and update ETA
Plot other vessels within the search vicinity together with their respective movements.
Change over to manual steering.
Plot search pattern.
Keep continuous radar watch.
Track all vessels in the vicinity.
Instruct 3rd officer to:
Contact RCC via CRS
Maintain communication radio watch and update distress information.
Monitor weather report.

8) Suppose you not proceed for rescue, in what circumstances you can do
that? What is your actions?
SOLAS regulation V/33.1 provides that if the ship receiving the distress
alert is unable or, in the special circumstances of the case, considers it
unreasonable or unnecessary to proceed to their assistance, the master
must enter in the log book the reason for failing to proceed to the
assistance of the persons in distress, taking into account the IMO
recommendation18 to inform the appropriate SAR service accordingly.
Masters of ships will be released from the obligation imposed by on V/33.1
on learning that:
1. Their ships have not been requisitioned; and
2. One or more other ships have been requisitioned and are complying with
the requisition.
The regulation further provides that this decision must, if possible, be
communicated to the other requisitioned
ships and to the SAR service. SOLAS regulation V/33.4 provides that the
master of a ship will be released from the obligation imposed by

regulation V/33.1 and, if his ship has been requisitioned, from the
obligation imposed by regulation V/33.2 on being informed by:
the persons in distress; or by
the SAR service (OSC/SMC); or by
the master of another ship which has reached the persons in distress,
- that assistance is no longer necessary.
- If the ship receiving the distress alert is unable to do so (e.g. because it s
disabled with an engine breakdown)
- In the special circumstances of the case, considers it unreasonable or
unnecessary to do so. (The master of a loaded gas carrier might consider
the obligation to assist a tanker on fire unreasonable)
- The master of a ship in a busy shipping area might consider the obligation to
assist a ship 100 miles away unnecessary, where he knew that many other
ships would be closer to the distress position.

9) Loading dg on general cargo?

The carriage of dangerous goods in packaged form should be in

compliance with the provision of IMDG CODE and as per SOLAS Chapter
VII(Carriage on dangerous goods)

Ship should have Document of compliance (SOLAS CH-2/II,

regulation-19, Paragraph-4).
DG Note/ Shipper's declaration of DG goods which will include:
(SOLAS CH-VII, Regulation-4).
Proper shipping name
UN no
Class and division
Packaging group
No and kind of packages
Quantity
Date of preparation of declaration
Name, rank, company and address of signatory.
DG manifests (SOLAS CH-VII, Regulation-4).

Detailed stowage plan.(SOLAS CH-VII, Regulation-4).

To provide additional safety measures in order to address the fire safety

objectives of this chapter for ships carrying dangerous goods. The following
functional requirements

Fire protection systems shall be provided to protect the ship from

the added fire hazards associated with carriage of dangerous
goods;
dangerous goods shall be adequately separated from ignition
sources; and
Appropriate personnel protective equipment shall be provided for
the hazards associated with the carriage of dangerous goods .

LOADING IMDG CONTAINERS

Check DG note, DG manifests are provided.
Vessel to be given proposed stowage plan.

 Check if segregation requirements are met.

Check marking, labeling and placarding of the containers are in
good condition.
Damaged or leaked containers will not be accepted.
Keep combustible materials away from sources of ignition.
Stow in places not liable to damage or heating.
Stow in a position so that the contents may be moved/jettisoned in
case of any emergency.
Naked lights and smoking is prohibited in or near DG areas.
Fire fighting appliances are kept ready to deal with possible fire.
Protective clothing and SCBA sets to be available.
Bunkering, hot work, use of radar or radio transmitters to be
stopped, especially if the cargoes are explosive type.
If possible, the operation to be in daylight hours. At night, adequate
lightings to be provided.
Ambient temperature in relation to the flash point to be taken into
account.
Any spillage to be carefully dealt with, taking into consideration the
nature of the substance.
Consult EMS and MFAG in case of any accident involving DG.
Once containers are loaded, location of DG containers to be
counterchecked with the bay plan.
Chapter II-2: Construction fire protection, detection, extinction
* Refer to the Interim guidelines for open-top containerships
(MSC/Circ.608/Rev.1).

10)

Heavy lift loading- generator?

I will try to collect information about the heavy lift, such as:
What type of cargo?
The weight of cargo.
Dimensions and size of the cargo.
Cargo will be loaded by ship/shore's lifting gear.
When the cargo is arriving.
Destination of cargo.
Where the cargo will be loaded as per shipper's instruction.
Include the heavy lift in cargo plan, considering all the aspects of
cargo planning.

Rigging of heavy lift

REGISTER OF LIFTING APPLIANCES
RISK ASSESSMENT COSWEP CHAPTER 21
PROVISION AND CARE OF LIFTING APPLIANCES
CARRYING OUT LIFTING OPERATIONS
RIGGING PLAN
STABILITY

AND

All gears associated with lifting such as runners, guy pendants,

tackles, blocks etc, to be examined carefully.
Lifting gears and associated equipments to be greased and renewed

as necessary.
All other riggings cleared.
Rig wires, blocks etc as per rigging plan.
Rig Preventers and backstays as per the plan.
Topping lift in good condition and securely shackled (moused).
Winches should be in double gear.
Derrick unclamped from mast.
Set tight preventer guys.
Rig extra stays if required
Once clamp removed, take weight on messenger and slowly lower
the derrick.

Prior lifting
Check vessels stability.
Maximum possible loss of GM in the operation to be calculated.
Maximum possible list and trim during operation to be calculated.
Free surface effects to be considered.
All tanks should be pressed up or empty to avoid free surface effect.
Vessel to be even keel and upright as far as practicable.
Rig fenders.
Cast off any barge.
Test the SWL of the lifting gear and associated equipments, it must
be below the weight to be lifted.
Check load density of the hatch/deck area the load being loaded.
Load density must not exceed the value given in stability booklet.
Distribute load on deck using dunnage.
Rails removed.
Barges cast off.
Unnecessary personnel removed.
Lashing arrangement is sufficient. Extra lashing points may be
welded.

When lifting
Inform E/Room and galley.
Inform all relevant personnel.
Ensure fore and aft moorings are taut and tended.
Use steadying lines (swing preventers).
Competent winchman.
Communication signals understood. Standard signals as per COSWP
to be used.
Only one competent person to signal the whole operation.
Whole operation to be supervised by a responsible officer.
Raise gangway.
The derrick to be plumbed over the weight.
Take weight slowly.
Lift the load slowly, swing in the correct position and load on the
appropriate position.
Control swing by steadying stays.
Consider emergency action if vessel develops heavy list (more than
calculated) during the operation.
Take proper lashing, considering heavy weather on the voyage.

Best place to load

Best place is where extra strengthening is provided by:
Longitudinals, plate floors.
Solid floors or transeverses.
Examples: along longitudinal center girder, lower hold abaft
machinery space.
Load density not to be exceeded.
In the hatch, in preference to on deck because of larger GM.

11)

Rigging plan, load density, etc

Rigging plan a ships arrangement plan which illustrates the operational

aspects of the ships lifting appliances. Safe working loads and maximum
permissible outreach limits would expect to be displayed alongside the
related positions of cargo stowage compartments.

12)
What is ISM. Why it is important/What is written in
ISM Code.
ISM: International Management Code for the Safe Operation of Ships and
for
Pollution Prevention as adopted by the Assembly, as may be amended by
the Organization.
Functional requirements for a safety-management system
Every Company should develop, implement and maintain a safety
Management system
(SMS) which includes the following functional requirements:
- a safety and environmental-protection policy;
-instructions & procedures to ensure safe operation of ships and
protection of the environment in compliance with relevant international
and flag State legislation;
- defined levels of authority and lines of communication between, and
amongst, shore and shipboard personnel;
- procedures for reporting accidents and non- conformities with the
provisions of this Code
- procedures to prepare for and respond to emergency situations
- procedures for internal audits and management reviews.
Masters responsibilities:
a) Implementing the Safety and Environment Protection policy of the
company
b) motivating the crews member to comply policy
c) issued appropriate instruction or order in simple and clear manner
d) verifying the special requirement has been complied

e)review the safety management system and report its deficiency to Shore
base management
As per ISM section 10: Maintenance of Ship and Equipments:
-ship is maintained in conformity with the provisions of the relevant
rules and regulations and with any additional requirements which may
be established by the Company.
-any non-conformity must be reported, with possible cause if known

13)
Drills according to SOLAS and reg no.? Merchant
shipping circular no??
A) As per SOLAS Chapter III, Part B - Regulation No. 19,
Every crew member shall participate in at least 1 abandon ship drill
and 1 fire drill every month.
The drills shall take place within 24 h of the ship leaving a port if
more than 25% of the crew have not participated in abandon ship
and fire drills on board that particular ship in the previous month.
When a ship enters service for the first time, after modification of a
major character or when a new crew is engaged, these drills shall
be held before sailing.
Each lifeboat shall be launched and manoeuvred in water at least
once every 3 months.
Each rescue boat shall be launched once a month.
B) As per SOLAS Chapter V, Regulation No. 26, emergency steering gear
drills shall take place at least once every 3 months.
C) ISPS drill:
shall be conducted at least once every three month.
When more than 25% of the crew has been changed & have not
previously participated in any dril on that ship, within the last 3
months, a drill should be conducted within one week of the crew
change.
Security exercises which may include participation of CSO, PFSO
and SSO should be carried out at least once each calendar year
with no more than 18 months between the exercises.
D) Emergency steering drills shall take place at least once every three
months in order to practise emergency steering procedures. These
drills shall include direct control within the steering gear
compartment, the communications procedure with the navigation
bridge and, where applicable, the operation of alternative power
supplies.

14)

What is PSC & FSC?

Port state control: Established to ensure compliance of various

international regulations by merchant vessels engaged in international
trades.

Established by the maritime administration of a country in whose port the

vessel is in.

They are empowered to inspect the foreign ships in their ports.

They can detain substandard ships.

They can check operational procedures.

They can verify competency of officers or crews.

They are to verify that the condition of the ship & its equipments comply
with the requirements.
o

They back flag state.

Flag state control:

Maritime

administration of a country under whose flag the vessel is

flying.

Established to ensure compliance with various local and national

regulations by merchant vessels.

They are empowered to inspect the ship.

They can check operational procedures.

They can verify competency of officers or crews

15)
Why vessel to be checked in foreign port by PSC
even just cleared FSC/Annual survey.
AS PER APPLICATION UNDER IMO Res A. 787(19) amended to 882(21)
The right to inspect ships by port states is laid down in following
Conventions
which is usually incorporated into a countrys national law and therefore
ships registered are under these provisions (and are subjected to PSC
inspection):
SOLAS Convention 74/78-Chapt I, Reg-19.
MARPOL Convention 73/78
Loadline Convention 1966
STCW Convention 1995
Collision Prevention Regulations 1972
International Tonnage Convention 1969
Antifouling System Convention (AFS 2001)
ILO Convention Nr. 147 (crew accommodation)

16)
As a Master, how will u keep your vessel ready at
all time for FSC.

17)

Vessel aground, what is main concern

Actions will specifically depend on the type of accident or damage. Following

are the main steps in common:
Immediate Actions:
Take the con
Follow emergency procedures as per company emergency procedures
manual, which should include:
o Sound the emergency alarm
o Stop engine
o Announce by PA
o Head count, look for casualty and establish communication
o Close water tight doors.
Activate SOPEP and take preventive actions in case of any oil pollution
Order chief officer & Chief engineer for damage assessment on deck and
engine room, which shall include :
o Water tight integrity of hull and subsequent breaches of same.
o Access rate of flooding if any.
o Condition of machinery space & status of engine and aux. machinery.
o Check hull for damage
o Visually inspection compartments where possible.
o Sounding the bottom tanks first, then further by the whole sets of tanks on
board.
o Check the water depth around the ship, try to figure which side got more
water and what is the rate of grounding and how she take the ground.
o With hand lead line, determine the natural of sea bed.
Obtaining following infos from emergency teams:
o Details casualties if any
o Any fire risk
o Any information regarding associates problem.
On the bridge, the command team will do the followings:
Maintain VHF watch (Ch16 & 13)
Exhibit lights/ shapes and appropriate sound signals.
Switch on deck light at night.
Determine the vessel position
Broadcast distress message if in grave and imminent danger and immediate
assistance is required, else broadcast urgency message as required.
Report the incident with position and time to the following parties:
Local authorities
Owner and charterer (if any)
P&I club correspondents
Make accident report to MPA within 24 hours
Try to minimize the immediate danger and the risk of fire, pollution and etc.
Determine possibility of refloating the ship and take appropriate actions:
Calculate height of tide, range and timing for high and low water, direction
of the currents.
Reduce the ship draft by:
De- ballasting
Jettison cargoes
Trim the ship by ballast or de-ballast if ship is only partially ground.
Use on power to maneuver the ship
Obtain assistance from port authorities, coast guard, salvage tugs.

Subsequent legal and commercial actions:

Try to communicate with the Owners as soon as practicable after vessel
running aground.
o the following should reported to owner:
exact position ship run aground
Part of the vessel run aground
Conditions of weather, wind, wave height, swell and weather forecast.
Extend the vessel aground (30%), the degree of stress on hull and
machinery
Details of visible damage, including leakage from tank
Ship engines status
State the tide when vessel running ground.
Quantity and disposition of cargo on board
Master assessment of possibilities of refloating prior next high water
Details of any salvage tugs in the vicinity
If circumstances permit, the master should always consult the owner, or the
leading underwriter before agreeing with any salvage contract.
If it is impossible to contact the owner or the lead underwriter, master
should consider (Contractual salvage) Tugs tariff rate plus 50%to 100%. If the
signing of contract is demanded by the salvage vessel, always ask for LOF
2000, no cure no pay.
Contractual salvage is charged as per lump sum rate or daily rate. It is normally taken
when the vessel is not in imminent danger and immediate assistance is not required
(e.g. vessel is soft ground in a sheltered and nontidal harbor). It turns out to be much
cheaper for the owners.
The LOF is based on No cure - No pay basis and salvage award is based on
remuneration that will be settled later, either by agreement, court judgment or
arbitration. It is generally taken by vessels which are in grave and imminent danger
and immediate assistance is required.

during re-floating operation, the following should be record in the deck log
book, use annex page if necessary:
o The times of all events during salvage operation
o The progress of the operations.
o State of the tide, wind and weather.
o The nature of any special risk face by the salvors;
o Any damage or harm suffer by salvors;
o Nature and extend the assistance provided by the ships crew and the
equipments.
o Details of any damage sustained by the ship during the salvage operation.
A detailed report of the operation together with relevant log abstract shall
be send to the owner (shall consult the Mariner role in collective evidence).
Shall note a protest at first opportunity, stated the fact only, reserves right
will extend in time and place of convenience.
A statement shall been drawn up by master and sent to owner, showing
vessel expenditures and consumption in excess of the daily norm during the
refloating operation, including:
Crews overtime (itemized on the separate sheets)
fuel oil
diesel oil
lubricating oil

 various engine spare parts, stores, wires, shackles and etc.. (shall itemized
in separated sheet)
Expenditure in refloating following the accidental grounding may qualify as
general average.
Master should discuss with owner regarding the port of refuge, port of
discharging, port of repairs and declaration of G.A.
If the situation allows, the owner normally will make recommend ( in
consultation with their leading underwriters) making for an effective port of
refuge. i.e.: one with several repair yard capable of making temporary or
permanent repairs. (the procedure making for and arrival at P.O.R should be
follow.
M.S A Ch 179 section 107, required the report to MPA within 24 hours (fines
up to $10,000 if failed to do so)
Cause an entry to OLB.
Stability concern when grounding:
o Virtue loss of GM (MM1)= P x KM / W or GG1=P x KG/ W P
P= MCTC x t(cm) / Length of COF from AP(m)
P= Old displacement New displacement
P= TPC x reducing of mean draft (cm)
o Ship may tipping off or capsize if spot grounding, just like the dry dock
critical period.
o Shall consider to increase or improved the stability buy ballast or de-ballast
and remove any free surface effect.

18)
Assuming that no risk to life is present the Master's priority would be to
direct his attentions to reducing the pollution effects to the environment. This
could be carried out in many ways and the following methods are suggested
Assuming that no risk to life is present the Master's priority would be to direct
his attentions to reducing the pollution effects to the environment. This could
be carried out in many ways and the following methods are suggested:
Order the upper deck scuppers to be sealed and prevent access
overside for any oil from damaged tanks being pressured upwards
through air pipes or sounding pipes.
Transfer oil from damaged tanks internally, into known structurally
sound tanks.
Request shuttle tankers or oil barges to attend, to transfer oil
externally.
Make use of anti-pollution chemicals and order more supplies to be
flown in to the area to combat on board pollution, only with the
approval from the coastal state administration.
Order barrier/boom apparatus to be deployed if available
(alternative improvisation use mooring ropes to encompass the
spillage area), by rescue boat if weather permit.
Commence clean up operations soonest, to include oil recovery
vessels, skimmers, and the like.
Instigate repairs (or temporary repairs) to damaged areas as soon
as practical, without causing any additional fire risk. Proper
procedures to follow such as gas freeing, enclosed space entry, hot
work permits and risk of assessment shall be follow.

 Contact the Marine Pollution Control Unit (MPCU) and seek

advice as to improving anti-pollution methods.
Cause an entry to be made into the Oil Record Book to reflect
the incident and what actions have been taken.
Establish a fire patrol in the area, from the onset of the incident.
Prepared the FFA for any emergency.
Complete an incident report to the MAIB.
Communications
It must be assumed that communications following the grounding incident
have included contact with owners/underwriters/charter party, etc.
Local Coastguards via the Coast Radio Station should have received an
'urgency' call. A position report being made and a weather forecast obtained.
Requests for tugs, skimmers, barges and specialist vessels may be appropriate, together with oil
pollution effective chemicals and barrier equipment

19)
What all certificate required to carry and where
you can refer?
As per SOLAS-part 2 annex 1 Certificates and
documents to be carried on board Ships.
20)

Latest change in MLC, Circular no?

21)

SC no 9/2014 content

22)

Rest hour
Hours of Work and Rest
All persons assigned duty as an officer in charge of a navigational or
engine room watch, or a rating forming part of a navigational or engine
room watch, or any seafarer whose duties involve designated safety,
prevention of pollution and security duties have to be provided with rest
periods as follows:
a. A minimum of 10 hours rest in any 24 hour period;
b. 77 hours rest in any 7 day period; and
c. The hours of rest may be divided into no more than two periods, one
of which shall be
at least 6 hours in length and the intervals between consecutive
periods of rest shall
not exceed 14 hours.
d. Reduction of rest hours to 70 hours in any 7-day period is allowed for
not more than two consecutive weeks.
Masters shall post a table of shipboard working arrangements (i.e.
information on scheduled daily hours of work/rest at sea and in port) in
an easily accessible location in the working language(s) of the ship and
in English, for the benefit of all crew members. Records of seafarers
daily rest hours shall be properly recorded and be duly authenticated by

the master or an officer designated by the master. A copy of the records

of rest hours and schedules pertaining to seafarers, duly endorsed by the
master or a person authorised by the master, shall be made available to
the seafarer. Companies are recommended to use a standard format for
preparing tables of seafarers shipboard working arrangements and
watch schedules and record of rest hours to show compliance with STCW
requirements. Companies are advised to use the IMO/ILO Guidelines1 in
preparing the duty schedules and rest hours records and these records
(which may be computerised) shall be retained on board for at least 2
years to enable monitoring and verification of compliance in accordance
with the provisions of Section A-VIII/1. Companies should incorporate the
procedures for preparing the watch schedules and recording of daily
hours of rest in the ships safety management system.

23)

24)

Official log book.

REFER TO MERCHANT SHIPPING ACT 179 RG 22 (SUBSIDARY

LEGISLATION)

Life boat lowering in heavy weather??

Refer to MSC.1/Circ.1206

Preparation
Some steadying method to be used so that the life boat does not land
hard against the ship side.
Prevent the fall blocks to hit ship crew or lifeboat.
Boat crews must wear life jacket, helmet, immersion suit in cold climate
for rescuing operation.
Sea quelling oil may be used to reduce the seas.
Vessel to create a good lee. Wind to be on the opposite bow.
Ship plugs.
Lower lifeboat into the trough of a wave.
On the next rising crest, release the hooks immediately and
simultaneously.
Cast off the painter once clear.
Bear off the ship's side with tiller, oars or boat hook.
Engine is started before the release of blocks and kept neutral.
Once lifeboat is underway, tiller put against ship's side and with full
throttle clear off the ship.
Precautions
Rig fenders, mattresses or mooring ropes to prevent the boat from being
staved during an adverse roll.

A cargo net, slung between davits and trailing in the water for crew to hang on
in case the boat capsize alongside. It should not hamper the operation of the
boat.
The painter is rigged and kept tight throughout so as to keep the boat in
position between the falls.
The falls are loosely tied with a line, led to the deck and manned. When the
boat is unhooked, the line line will steady the falls and prevent accidental
contact with the boat crews.
Once unhooked, the blocks should be taken up to avoid injuring the crews in
lifeboat.

25)

Global weather pattern/draw the pattern

26)
Facing heavy weather/Vessel cannot
control/Concern
o
o
o

MSC.1228, to confirm wave periods n wave length, following or bow

seas?
Swell direction, barometric pressure tendency
Note of Protest (Sea Protest)

1. Surf riding and Broaching to:

When a ship is situated on the steep forefront of a high wave in following
or quartering
sea conditions, the ship can be accelerated to ride on the wave. This is
known as surf-riding. In this situation the so-called broaching-to
phenomenon may occur, which endangers the ship
to capsizing as a result of a sudden change of the ships heading and
unexpected large heeling.
Occur when angle of encounter 135<<225.
2. Synchronous rolling: Large rolling motions may occur when natural
rolling period of a ship coincides with the encounter wave period. In
following and quartering seas, it may happen when the transverse stability
of the ship is marginal and therefore the natural roll period becomes longer.
3. Parametric rolling: It occurs when the encounter period is approximately
half of the natural roll period of the ship. The stability attains a minimum
value twice during each roll period. It occurs when the ship has very
marginal intact stability due to which its rolling period becomes very large.
May occur in head and bow seas.
4. Combination of various dangerous phenomenons: The dynamic
behaviour of ship in following and quartering seas is very complex. Ship
motion is three dimensional and various dangerous phenomena may occur
simultaneously, such as:
a. additional heeling moments due to deck-edge immersion, water
shipping and trapping on deck
b. Cargo shift due to large heeling motions. This may create
extremely dangerous combinations, which may cause ship
capsize.
5. Successive high wave attack: When average wave length is larger than
0.8 L and significant wave height is larger than 0.04 L, a ship may
experience successive attack of high waves.
b. How to avoid?
1. Surf riding and Broaching to: Alter the speed/course or both to take the
ship outside the dangerous region
2. Synchronous rolling: Alter the speed/course or both to prevent a
synchronous rolling motion which will occur when the encounter wave
period is nearly equal to the natural rolling period of ship.
3. Parametric rolling: Change apparent period of waves by alteration of
course and speed or change vessels rolling period by changing the GM by
ballasting, deballasting or shifting fluids.
4. Successive high wave attack: Ships speed should be reduced and course
should be changed to keep the

27)

What is SOLAS/Chapter.

The International Convention for the Safety of Life at Sea (SOLAS) is an

international maritime safety treaty. It ensures that ships flagged by
signatory States comply with minimum safety standards in construction,
equipment and operation.

Part 1
Articles of the International Convention for the Safety of Life at Sea,
1974
Protocol of 1988 relating to the International Convention for the Safety
of Life at Sea, 1974
Consolidated text of the annex to the International Convention for the
Safety of Life at Sea, 1974,and the 1988 Protocol relating thereto
Chapter I
Chapter II-1

General provisions
Construction Structure, subdivision and stability,

machinery and
electrical installations
Chapter II-2

Construction Fire protection, fire detection and fire

extinction
Chapter III

Life-saving appliances and arrangements

Chapter IV

Radiocommunications

Chapter V

Safety of navigation

Chapter VI

Carriage of cargoes

Chapter VII

Carriage of dangerous goods

Chapter VIII

Nuclear ships

Chapter IX

Management for the safe operation of ships

Chapter X

Safety measures for high-speed craft

Chapter XI-1

Special measures to enhance maritime safety

Chapter X I - 2 Special measures to enhance maritime security

Chapter X I I
Appendix
Annex 1
board ships
Annex 2

28)

Additional safety measures for bulk carriers

Certificates
Part 2
Certificates and documents required to be carried on
List of resolutions adopted by the SOLAS Conferences

Passage plan/Main concern.

Prior to each voyage i shall insure that the intended route is from berth to
berth using adequate and appropriate charts and other publication for
intended voyage which should contain accurate, complete and up to date
information.

Passage plan should be made keeping in mind the following:

o SOLAS Chapter V, Regulation 34 - Safe navigation and avoidance of dangerous
situations
o IMO Resolution A.893 (21) - Guidelines For Voyage Planning
o IMO MSC.1/Circ.1228 - Revised guidance to the Master for Avoiding Dangerous
Situations in Adverse Weather and Sea Conditions
o MPA Shipping Circular 16 of 2010 - Importance of Voyage Planning and Avoiding
Dangerous Situations in Adverse Weather & Sea Conditions
o Routeing Charts
o Sailing Directions
o Mariner's Handbook (NP 100)
o ICS Bridge Procedures Guide
o Ocean Passages for the World
o Company's SMS Passage Plan Checklist

With the reference of SOLAS Chapter V, Regulation 34, the passage plan
shall identify a route which:
takes into account any relevant ships' routeing systems
ensures sufficient sea room for the safe passage of the ship
throughout the voyage
anticipates all known navigational hazards and adverse weather
conditions (
Takes into account the marine environmental protection measures
that apply, and avoids, as far as possible, actions and activities which
could cause damage to the environment. (e.g. mark out the MARPOL
Special Areas under Annex I, V & VI (e.g. changeover of content fuel
oil ....m/m prior entering theECA) and any No Go Areas by the local
government).

FOR ECDIS REFER TO --- MPA SHIPPING CIRCULAR TO SHIP

OWNERS NO. 3 OF 2011

29)

Stowaway found onboard prior arrival port, state your actions?

As per IMO MSC 312 and MPA Port Marine Circular No. 14 of 2006, the following actions to be
taken:
a) to make every effort to determine immediately the port of embarkation, the identity, including
the nationality/citizenship and the right of residence of the stowaway
b) to prepare a statement containing all available information relevant to the stowaway for
presentation to theappropriate authorities, including taking photo of the stowaway.
c) inform the Owners, P & I club, Local Authorities, Port State, MPA and Agent the existence of a
stowawayand any relevant details
d) The area in which the stowaway was found shall be searched thoroughly
e) Not to depart from the planned voyage to seek the disembarkation of the stowaway unless
permission to disembark the stowaway has been granted by the public authorities of the State
to whose port the ship deviates, or repatriation has been arranged elsewhere with sufficient
documentation and permission given for disembarkation, or unless there are extenuating
safety, security, health or compassionate reasons
f)

to ensure that the stowaway is presented to the appropriate authorities at the next port of call
in accordance with their requirements

g) to take appropriate measures to ensure the security, general health, welfare and safety of the
Stowaway until disembarkation, including providing him/her with adequate provisioning,
Accommodation, proper medical attention and sanitary facilities
h) to ensure that stowaways are not made to work on board the ship, except in emergency
situations or in relation to the stowaway's accommodation on board
i) to ensure that stowaways are treated humanely, consistent with the basic principles
j)

the stowaways shall not sign in the AOA and enter in any crew list. Instead a Stowaway List
shall be prepared and kept ready for appropriate authorities

k) Evidences of all the cost incurred in the stowaway case must be gathered to support the
owners claim against the P & I policy

l) Full details of all events relating to the stowaway incident shall be recorded in the OLB
30)

Why keeping all event log important for u as a Master.

Ships masters have an important role the collection of evidence which

will help the P& I Club to evaluate the incident or damage and to
establish liability & to defend claims which are received from
injured persons, the owners of damaged cargo or property, or from
a terminal operator.
Memories fade. It is therefore imperative to write notes on how the incident
occurred as soon as possible after the event.
Whenever there is a death, injury or even an allegation of injury on board,
or in the vicinity of the ship, always inform the local Club correspondent,
regardless of whether the injured person is a crew member.
General Procedures
always investigate and complete your companys accident report form
(for all accidents not
just for crew injuries);
report the incident to your owner or manager;
other than completion of your companys accident report form, never
make a formal
Statement or express an opinion as to what occurred.
Complete your accident report form
but do not give any other statement except to the lawyer appointed by
the Club. This will be
Privileged and cannot be used against your employer in court;
in the event of injury following an accident:
o in port, notify your owner or manager and the P&I correspondent;
o at sea, notify your owner or manager, obtain radio medical advice;
as well as completing the accident report, write a detailed
description of what occurred (these notes will help to refresh your
memory during the subsequent interview with a lawyer);
ask witnesses to write a detailed description of what they saw or
heard (you will need a special form for this which is supplied by your
owner or manager);
if ships equipment or the ships structure was involved in the injury,
examine the equipment, take photographs of the place where the
accident is said to have occurred (and record the time and the date
of photographs), retain and properly label broken pieces.
Afterwards, obtain a copy of the maintenance record of the
equipment and any applicable tests;
conduct an inspection of the location where the accident occurred
with the Clubs appointed surveyor or local correspondent;
always keep detailed records of all medical treatment given on
board and any independent

31)

Recent change for gas equipment/SC.

32)
Loading of bulk cargo SF (Key work MSDS and
where to file or display)
a. As per SOLAS - Chapter VI (Reg 2), the shipper shall provide the ship with the following
cargo information:
1. Stowage factor, type and quantity
2. Trimming Procedures
3. Likelihood of shifting including angle of repose, if applicable
4. Moisture content and its Transportable Moisture Limit (TML)
5. Any other relevant safety information such as chemical hazards
6. Voyage details such as destination, draught restriction, port restriction etc
c. The vessel should have approved Stability Booklet and approved Loading Manual
c. There must be close co-operation between the vessel and terminal
d. Vessel and the terminal representative must prepare and agreed on Loading/Discharging
Plan.
e. If there is any amendment or deviation from the plan, the terminal representative must be
Informed.
f. Cargo spaces shall be inspected and prepared for the particular cargo which is to be loaded
g. Bilge wells and strainer plates shall be so arranged to facilitate drainage and to prevent
entry of the cargoes into the bilge system.
h. Bilge lines, sounding pipes and other service lines within the cargo space shall be in good
order.
i. High free flow drop of heavy concentrated cargo should be avoided
j. Ensure that there is no damage to the ship structure during loading
k.Ventilation systems should be shut down and air conditioning systems placed on recirculation
during loading to minimize dust ingress into the accommodation
l. Ensure that the cargo is trimmed reasonably level
m. Ensure that the cargo and ballast operations are closely monitored
n. After completion of loading, the cargo hold and its fittings must be inspected thoroughly for
damage.
Refer to Appendix 4 for alphabetical index of the cargo. Then refer to the Appendix 1 for
individual schedule of cargo to obtain cargo details like description, characteristics, angle of
repose, hazard, stowage and segregation requirements and ventilation and carriage
requirements. The cargo plan will be prepared based on all these information.

33)

Marpol - Annex 2 and 3

34)

SAR situation, Working procedure?