31/03/2020
❌QUESTION FOR MASTER MARINER❌
SHIP MANAGEMENT
Q.1: How do you take over command as a master ?
A.: 1) Go to company office and meet technical superintendents, discuss about:
• Ship particulars
• Trading areas
• Company’s and charterer’s instructions
• Voyage instruction, type of charter
• Special instruction for maintenance and survey
2) Complete change of command form.
3) On the way to master’s accommodation, form an initial impression of the ship’s general condition and maintenance by observing exterior conditions such as: draft marks, load line marks, condition of hull, deck, superstructure, rigging of accommodation ladder, safety net, LSA & FFA arrangements.
4) Meet outgoing master and hand over company and charterer’s letter of appointment.
5) Go through the hand over note, ship’s condition report, manning level, company and charterer’s instructions.
6) Sight all the statutory certificates, any survey due, maintenance/preparation for each survey.
7) Go through the filing system and all types of log books.
😎 The Articles of Association (AOA) & last port clearance
9) Crew welfare and watch arrangements, any crew change/ repatriation in this port/ next port.
10) Watch arrangement.
11) Take over all stores, ROB of FO/DO/GO/FW, provisions, medical stores as per scale, narcotics under master’s control.
12) Cash balance onboard, ship’s account, satellite radio accounts.
13) Ask master about port rotation, trading areas, general condition of ports, present cargo work, ship’s stability, estimated time of completion, cargo plan, departure draft, trim, GM etc.
14) Detail of cargo gears, anchors, deck machineries, hatches and their conditions, maintenance condition and schedule.
15) Crew familiarization process, basic trainings, onboard training programs, drills etc.
16) Go to bridge with master, familiar with bridge and navigation equipments, their operational conditions and deficiencies, maneuvering characteristics of the vessel in various conditions, passage plans, charts and publications, GMDSS equipment familiarization and their operations.
17) Latest weather report received, weather expected in voyage.
18) Enter new master’s name in Deck Logbook, signed by both masters.
19) Ensure approved copy of stability booklet is available.
Q.2: What are the Statutory documents you will take over from outgoing Master ?
A.: SAFETY & MARPOL:
1) Safety Construction Certificate. (SOLAS)
2) Safety Equipment Certificate. (SOLAS)
3) Passenger Ship Safety Certificate. (SOLAS)
4) Safety Radio Certificate. (SOLAS)
5) Load line Certificate.
6) Safe Manning Documents. (SOLAS)
7) Stability Booklet.
😎 Certificate of Lifting Appliance.
9) Charts and Publication.
10) Operation Manuals.
11) De-rat Certificate.
12) FFA / LSA test and report.
13) Life raft servicing Certificate
14) GMDSS Certificate
15) ISM / SMS / DOC / SMC. (SOLAS)
16) MSNS / MINS / MGNS
17) Medical Locker / Stores / Narcotics
18) Declaration of Health
19) IMDG Code. (SOLAS)
20). IOPP Certificate.
21) Garbage Certificate
22) SOPEP
23) OLB
24) Exemption Certificate (SOLAS)
COMMERCIAL:
1. ISO 9002 QA
2. Registry
3. Tonnage
4. Light dues
5. Certificate of Class
6. B/L , Mate/R
7. Cargo manifest
8. Charter party
9. P & I Club information
10./ Customs Documents
11. Port Clearance
12) Notes and Letter of Protest.
PERSONNEL:
1. Articles / Contracts
2. Certificate of Competency
3. Passport and CDC
4.Working Hours / Rest log
5. Cash / Bond Portage
6. Overtime / Stores
7. Provision / Stores
8. Personnel reports / appraisal
9. Training log
10. Medical.
As per SMS Company should have a checklist to go through to avoid missing any item.
Q.3: What are the items cover by (1) Safety Construction (2) Safety Equipment (3) Load Line Certificate ?
A.: Safety Constructions:
1) Structural Strength
2) Machinery and electrical installations
3) Fire Protection
4) Windlass and Mooring equipment
5) Steering gears & requirements for UMS
6) Communications Bridge / ER and Bridge / Alternative steering position
Safety Equipment:
1) LSA & FFA Equipment,
2) Navigating Lights, Shapes & Sound Signals
3) Pilot Ladders & Hoist
4) Gyro Compass, Echo sounder, Nautical Publications, Emergency lighting.
5) Fire plan.
Load Line:
1) Assignment of freeboard and marking of Load Line
2) Ship’s structure and fittings for water-tight integrity ( i.e. hatch way’s, Ship side openings, Non-return valve, Sounding pipe, Opening in ends of Superstructures, Vents, Air pipes, Freeing ports)
3) Crew Protection ( i.e. Crew access and guard-rails, life line).
4) Loadicator, Stability book.
Q4: What could the ISM Code mean when it states, 'issuing orders in a clear and simple manner'?
A: Writing clear instructions in, for example, Master's Standing Orders and Bridge Night Order Books.
Q5. What are ISPS Code requirement for statement of master’s authority ?
A.: The company shall ensure that the Ship Security Plan must contain a clear statement emphasizing the master’s authority. The company shall establish in the Ship Security Plan that the master has the overriding authority and the responsibility to make decisions with respect to safety and security of the ship and to request the assistance of the Company or of any SOLAS Contracting Government as may be necessary.
Q6. When carrying out an inspection of the galley what would the Master pay particular attention to?
A.: Ship’s Masters would be aware that food poisoning could
effect the whole crew and prevent the ship from operating at maximum efficiency. Bearing this in mind an inspection would expect to find a level of overall cleanliness in and around the galley and pantry areas.
Fridges, handling rooms and cool chambers must be seen to be at correct temperatures. Dry store rooms should be free of taint and odour. Utensils and appliances should be noted to be clean and in covered stowage positions.
Cooked and uncooked meats should be in separate compartments, while fire appliances should be sighted to be readily accessible.
Q7. What are the factors that must be taken into consideration when determining the construction of sea watches?
A.: The responsibility of the ship’s watch structure lies with the Master and the established system will be constructed taking into account all the prevailing circumstances at the time. Ideally, the following factors will influence the overall structure:
a) The geographic position with the associated navigational hazards present.
b) The state of visibility affected by fog, rain, sleet, snow or haze.
c) Day or night conditions.
d) The traffic density and the proximity of focal points.
e) The number and experience of watchkeeping personnel available.
f) The need for a continuous radar watch or not.
g) The possibility of ‘fatigue’ affecting watch keepers.
h) The level of navigational duties anticipated.
i) The need for a Bridge Team, as with special operations, i.e. SAR operations.
11. How would the bridge and engine room watch organisation be established on a new ship?
A.: Watchkeeping organisation is structured in accordance
with the company standing orders. The operation would be established by the Master meeting the officers in the first instance. Each Officer being asked to read and acknowledge by signature the standing orders.
Additionally, night and daily orders would be issued by the Master as appropriate to the vessels position and respective geography.
12. Your vessel is about to be inspected by a Port State Control Officer, what would you expect the inspector to be interested in and looking to see?
A.: A Port State Control Inspector would carry out the inspection in accord with the checklist carried on the navigation bridge.
This would include any or all of the following items:
a) The Chart Management System and respective correction logs.
b) Passage plan operations and records.
c) Equipment and navigation instruments.
d) Life saving appliances, inclusive of SARTs, Emergency Position Indicating Radio Beacons (EPIRBs), lifeboats, liferafts, release units, etc. (records of drills and boats being manoeuvred in the water).
e) Fire plans, fire fighting equipment and training.
f) Mooring equipment, including anchor handling gear.
g) The overall condition of the vessel throughout its length.
h) Log Books and ship’s records.
i) International Ship and Port Facility Security (ISPS) security assessment.
13. What activities and procedures must be conducted during a routine fire drill aboard the vessel?
A.: Fire drills must be conducted in accord with Safety of Life at Sea (SOLAS) Chapter III, Regulation 19, 3.4.2. and include the following activities:
a) All persons must report to stations as described in the ‘muster list’.
b) Start and operate the emergency fire pump and affect the
required two jets of water to show that the system is in correct working order.
c) Checking of the Fireman’s Outfit together with other personal rescue equipment.
d) Checking and testing communication equipment.
e) Operation and checking of all watertight doors, fire dampers and ventilation systems.
f) Checking that the necessary arrangements for abandonment of the vessel are in place.
Any faults and defects found during a drill must be rectified and all equipment must be brought back to an operational status following the drill period.
14. How is on board training carried out aboard the vessel?
A.: In house training of crew members takes place by means of the following methods:
a) Accident Prevention, poster displays – managed by the Safety Officer.
b) Active boat and fire drills – inclusive of equipment demonstrations by Deck Officers.
c) Safety Manual (Video) shown at periodic intervals.
d) Distance learning study time allocated to Cadets.
e) Junior Officers encouraged to understudy Senior Officers when ever practical.
f) Crew briefings on new equipment fitted to the vessel.
g) Alternative job share, operating during drills.
h) Shore side training courses encouraged whenever possible.
15. Under the ISPS Code, what actions and activities would you expect to be in place on board the ship and in ports of arrival?
A.: It would be anticipated that the control of access in and out of the port and direct access to the ship is monitored tightly. Cargo security provisions should be in place and security communications during the length of stay of the ship, in any port.
16. Can the Master act as the ‘ships security Officer’?
A.: Yes.
17. What type of security risk would you expect to be prepared for aboard the following vessels: Ro-Ro ships, passenger vessels, tankers?
A.: • Ro-Ro ships are subject to attack by the car bomb.
• Passenger vessels are subject to terrorist insurgents.
• Tankers are vulnerable to small boat explosive attack causing pollution.
18. How many security levels are there and what is the significance of each level?
A.: Their are three levels of security readiness:
Security level 1. Means that level for which minimum appropriate measures shall be maintained at all times.
Security level 2. Means that level at which appropriate, additional protective security measures shall be maintained for a period of time as a result of heightened risk of a security incident.
Security level 3. Means that level for which further specific protective security measures are to be maintained for a limited period of time when a security incident is probable or imminent.
(It may not be possible to identify the specific target with this level.
CÁC QUY TRÌNH TRONG TÌNH HUỐNG KHẨN CẤP
EMERGENCY PROCEDURES
1. What is Master obligations on having a distress message?
A.: a) While in a position to able to provide assistance on receiving a signal from any source, acknowledge receipt of message and is bound to proceed with all speed to their assistance. If possible informing them or the search and rescue service that the ship is doing so, & enter in the Deck Logbook.
b) The Master of ship in distress or the search and rescue service concerned, after consultation, so far as may be possible, with the master of ship which answer the distress alert, has the right to requisition one or more of those ships such as the master of the ship in distress or the search and rescue service considers best able to render assistance, and it shall be the duty of the masters of the ship or ships so requisitioned to comply with the requisition by continuing to proceed with all speed to assistance of persons in distress.
c) Master of ships shall be released from the obligation imposed by paragraph (a) of this regulation on learning that their ships have not been requisitioned and that one or more other ships have been requisitioned and are complying with the requisition. This decision shall, if possible, be communicated to the other requisitioned ships and to the search and rescue service.
d) The master of a ship shall be released from the obligation imposed by paragraph (a) of this regulation, and, if the ship has been requisitioned, from the obligation imposed by paragraph (b) of this regulation, on being informed by the persons in distress or by the search and rescue service or by the master of another ship which has reached such persons that assistance is no longer necessary.
e) The provisions of this regulation do not prejudice the convention for the Unification of Certain of Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the obligation to render assistance imposed by article 11 of that Convention.
2. What preparation, you will make whilst proceeding for distress as a master?
A: Onboard preparations and proceeding for search and rescue:
1. Post extra look out.
2. Inform owner/ charterer about the deviation.
3. Note down deviation time, position and ROBs.
4. Assign duties to officers.
5. Inform C/E to st‐by engine, but at full sea speed.
6. Instruct C/O to prepare:
• Ship’s hospital to receive casualties and prepare stretchers, blankets, foods, medicines.
• Prepare rescue boats and ready for immediate launching.
• Prepare rescue boat crews and check communication.
• Extra life jackets, life buoys, buoyant life lines, line throwing apparatus readily available.
• Rig guest warp, accommodation ladder, scrambling nets and life lines running from bow to
astern at the water edge on both sides.
• Prepare crane/derricks with cargo nets for recovery of survivors.
• Test search lights, signaling lamps, torches.
7. 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.
8. Instruct 3rd officer to:
• Contact RCC via CRS
• Maintain communication radio watch and update distress information.
• Monitor weather report.
3. When master is not obliged to assist ?
A. • When vessel is unable to rescue, e.g., vessel does not have enough bunker.
• When it is unreasonable e.g., the distance is so far the vessel will rake 4/5 days to rescue, but that place is a traffic dense place and survivors may be easily picked by other vessel.
• When it is unnecessary, e.g., a man overboard in ice/cold region and distance is so far that vessel will take long time to go there. So it is impossible for a man to survive in this situation.
• If the vessel has not been requisitioned by the master of distress vessel, but more other ships have been requisitioned and they are complying with the requisition.
• The master of a requisitioned vessel will be released from the obligation if he is informed by the distressed vessel or by the search and rescue service or by the master of another vessel which has reached the distressed position that assistance is no longer required.
4. When vessel not assisting, what is your action as a master?
A: The master deciding not to proceed to the scene of a distress due to sailing time involved and in the knowledge that a rescue operation is under way should:
• Make an appropriate entry in the ship’s log book.
• If the master had previously acknowledged and respond to the alert, report the decision not to proceed to the SAR service concerned.
• Consider reports unnecessary if no contact has been made with the SAR service.
• Reconsider the decision not to proceed nor report to the SAR service when vessel in distress is far from land or in an area where density of shipping is low.
5. How would you instruct your officers to respond to distress alerts from VHF, MF & HF ?
A. On receipt of distress alert,I will instruct officers following:
• Watch on VHF CH‐16 /2182 KHz or subsequent RT/NBDP frequency for 5 minutes.
• If any RCC or does not acknowledge and if no distress traffic in progress, acknowledge alert by radiotelephony (CH16 or 2182 KHz) if distress call continues. In case of HF distress alert, transmit relay on HF to coast station.
• Inform CS and/or RCC.
• If there is distress communication or RCC acknowledgement, consider if vessel able to assist. In the case, inform RCC or assisting vessel whether any assistance is required.
• Enter details in log.
• Reset system.
• The original distress alert from a ship in distress should not be disrupted by other ships, by
transmitting a DSC distress relay alert.
• A ship would transmit a distress relay call (distress relay alert) only in the event of followings:
− On receiving a distress alert on a HF channel, which is not acknowledged by a coast station within 5 minutes. The distress relay call should be addressed to the appropriate coast station.
− On knowing that another ship in distress is not itself able to transmit the distress alert and the Master of the ship considers that further help is necessary. The distress relay call should be addressed to "all ships" or to the appropriate coast station.
• In no case is a ship permitted to transmit a DSC distress relay call on receipt of a DSC distress alert on either VHF or MF channels.
• Distress relay calls on HF channels should be initiated manually.
6. What emergency equipment would you think could reduce the period of conducting a search pattern?
A.: The use of an Emergency Position Indicating Radio Beacon (EPIRB) or Search and Rescue Transponder (SART) could positively identify the targets position and reduce search time. Other equipment such as flares, use of distress signals, etc., could also be effective if within visible range, but such items need a degree of self help and potential survivors would need to be conscious.
7. What are the frequencies of an EPIRB?
A.: 121.5 and 406 MHz.
8. What duties would you expect to conduct when acting as an On Scene Co-ordinator in an SAR operation?
A.: The essential function of the OSC is to provide a communication platform between the search units, the Rescue Co-ordination Centre and other interested parties.
Essential activities would include:
a) Maximising the information on the target and plotting the ‘datum’ from all the known evidence.
b) Establishing the position and status of all search units.
c) Advising each search unit of the co-ordinates of espective search areas.
d) Maintaining a detailed running log of events to include
communications, weather reports, search results, updates and outcomes.
e) Plot search units operations and their endurance capability.
f) Request resources from relevant authorities, i.e. helicopter assistance or survival equipment.
g) Debrief survivors and amend search plans on updated information.
h) Allocate and guard communication channels.
i) Disperse weather reports and/or navigation warnings to search units.
j) Direct and co-ordinate activities to return survivors to a safe haven.
9. What type of facilities and conditions would suit a vessel to act as OSC?
A.: The ideal vessel for the role of On Scene Co-ordinator
would be equipped and capable of carrying out the required duties and would require the following:
(a) Adequate communication facilities on board.
(b) Sufficient manpower available.
(c) No commercial/cargo commitments.
(d) Plotting capability.
(e) No endurance restrictions.
(f) Speed overall (though this, like proximity of position, is not necessarily
detrimental).
(g) Experienced Master.
Note: The ideal vessel that is considered most suitable for the role of OSC is of course the warship. It is in possession of all or most of the above requirements.
It is also pointed out that the role of co-ordinator is not that of a search and recovery unit. As such it does not need the rescue or medical facilities that search units need to have available, unless it is acting in a dual role of OSC and search unit.
10. Your vessel is a high sided car carrier and while engaged in an SAR operation you locate a liferaft with four survivors. The weather conditions are gale force 8, increasing 9. How would you effect recovery of the survivors?
A.: The weather conditions would prohibit the launching of the rescue boat on the grounds that it would be unsafe for my own boats crew. Under the circumstances I would order the Chief Officer to make the lifeboat ready for lowering to the water, but order the hooks for the falls to be moused. I would manoeuvre the vessel in order to create a ‘lee’ for the liferaft and on the same side, lower the boat to the waterline. With heaving line assistance order the boats crew to draw the liferaft alongside the lifeboat.
Transfer the raft occupants into the boat and by using the life-boat as an elevator, recover the boat and survivors to the embarkation deck.
Note: Prior to re-hoisting the boat, the raft would need to be destroyed by a knife to all the buoyancy chambers.
11. What information you will gather from the survivors?
A: 1) What was the time and date of the incident?
2) Did you bail out or was the aircraft ditched ?
3) If you bail out, at what altitude ?
4) How many others you see leave air craft by parachute ?
5) How many ditched with the air craft ?
6) How many survivors did you see in the water ?
7) What floating gears had they ?
😎 What was the total number of persons on board ?
9) What caused the emergency ?
10) What was the last known position ?
11) Were any of persons able to leave by life boat or raft ?
12) How long was the survivor in the water
13) Were search craft seen before, if so dates and times of sighting ?
14) Were any signals or devices used to try to attract the attention of search craft ? if so what were they and when were they used ?
15) About their medical history
16) All information should be noted.
12. What is the purpose of questioning the survivors?
A: 1) To ensure that all survivors are rescued.
2) To attend to the physical welfare of each survivor.
3) To obtain information which may assist and improve SAR service.
• Care must be taken to avoid worsening a survivors condition by excessive interrogation.
• If the survivors is frightened or excited, the questioner should assess these statements carefully.
Note: Questions should be asked avoid suggesting answers to the survivor. Explain that the information required is for the success of the SAR operation and may be of great value for future SAR operations.
13. What are the types of facilities involved in the response and the region of the SAR incident affect on-scene co-ordination?
A: 1. Available facilities may be include:
designated SRUs (SAR Units)
civil aircraft and vessels, military and naval or other facilities with SAR capability.
2. In remote regions, SAR aircraft may not always be available, to participate.
3. In most oceanic region, ships will normally be available, depending on shipping density.
4. Ships may receive information from land-based SAR authorities or by monitoring distress traffic.
6. No advice received from these authorities can set aside the duties of any master as set forth in regulation V/10 of SOLAS 1974.
12. In case of collision, what is your action ?
A. Immediate actions:
Take the con.
Follow emergency procedure as per company emergency procedure manual, which should include:
• Sound general emergency alarm.
• Stop Engines.
• Announce by PA.
• Head count, look for casualty and establish communication.
• Close watertight doors.
Activate SOPEP and take preventive actions in case of any oil pollution
Order chief officer for damage assessment.
• Water tight integrity of hull and subsequent breaches of same.
• Assess rate of flooding
• Condition of machinery space.
• Check hull for damage in relation to the waterline and whether can be raised by changing trim.
• Check sounding of all tanks and bilges.
• Visually inspect compartments where possible
• Prepare lifeboats, life rafts and all LSA for immediate launching in case of subsequent bandonment.
Obtain following information from emergency teams:
• Details casualties.
• Any risk of fire, explosion or emission of toxic gases.
• Any other information regarding associate problems.
On the bridge, the command team will do the followings:
• Maintained VHF watch.
• Exhibit light / shapes and any appropriate sound signals.
• Switch on deck lighting at night.
• Determine the vessel’s position.
• Broadcast urgency or distress massage as required.
• Save the VDR data.
• Inform the accident with positions and time to the following parties:
- Local authorities.
- Owners, charterers.
- P & I club.
- Under‐writer
- Next port agent.
- Class. (Emergency Technical Assistance Service)
- Make an accident report to MPA in the correct format.
Accident Report
• Masters/Owners are obliged to report all reports to MPA within 24hrs of accident.
• Report shall be made in the following circumstances:
- Loss of life.
- Injury.
- Material Damage to ship or its equipment.
- Deficiency of LSA & other safety equipment.
- Any Peril.
Obligatory Actions
• Once I am sure that my vessel is not in imminent and grave danger; it is my obligation to provide all possible assistance to other ship if they are in need;
• Standby other vessel until no further assistance is required.
• It is also my obligation to provide the following information to the other vessel and get the same
from the other.
- Name of Ship
- Port of registry
- Last port of call
- Next port of call
• Exchange ship’s particulars.
• Lodge note of protest holding the other vessel responsible, reserving the right to extent on a later date and time.
• Accept the note of protest from the other vessel, for receipt only.
Subsequent, legal and commercial actions:
Try to minimize immediate danger such as pollution, fire etc.
Consider actions to be taken to minimize extent of damage and prevent the vessel from sinking or capsizing, such as:
• Using bilge and/or ballast pumps to cope up with the rate of ingress.
• Trimming the vessel to raise the damage area above the waterline.
• Plugging of any hole to reduce the ingress of water.
While taking tug assistance, consider:
• LOF, if the danger imminent.
• Salvage contract if the situation permits.
Keep all records of incidents and actions. Appropriate records to be entered in:
• Deck log book
• Movement book
• Engine log book
• Telegraph recorder
• Echo sounder graph.
• Used chart
• Entry to be made in official log book.
• Record of all damage and subsequent actions
• Prepare a statement of fact of all the happenings.
• Prepare a note of protest, stating the facts only.
13. In case of fire in cargo hold at sea, what is your action ?
A. Immediate actions:
1. Sound fire alarm
2. Announce by PA
3. Inform E/R
4. Reduce speed
5. Activate ship's contingency plan for fire.
6. Muster as per Muster List
7. Carry out head count
8. Check if any casualty
9. Establish communication between emergency teams and bridge.
Command team will:
1. Check vessel’s position
2. Check weather condition, wind direction, force
3. Suit vessel’s course appropriate for minimum wind effect if traffic condition permits.
4. Alter course
5. Reduce speed
6. Record all the events and steps taken
7. Send urgency or distress message depending on the extent of fire.
Incharge of emergency team to ensure
1. Any casualty.
2. Prepare fire fighting team for fighting fire.
3. Investigate location and nature of fire, inform to bridge.
4. Rig fire hoses for boundary cooling.
5. Seal off the hold, close all ventilators, flaps, blowers, fire doors.
6. Cut off electrical supply to the hold.
Back up team will:
1. Ensure fire men’s outfit, BA sets & spare bottles are readily available.
Support team will:
1. Prepare life boats for lowering.
2. Take care of casualty.
C/E will ensure:
1. Start emergency fire pump
2. Start emergency generator
3. Maintain fire pump pressure
I’ll decide the best way to fight fire based on all available information and instruct C/O to fight fire
accordingly:
• If there is small fire, use portable fire extinguishers depending on the type of fire.
• In case of big fire:
- Send two men donning firemen’s outfit to fight the fire with fire/dry powder hose.
- They are to be supported by two men, with fire hoses used to produce protective curtain.
- Back up team to continue boundary cooling.
- Check adjacent compartments if there is sign of spreading fire.
- If fire is uncontrollable and deep seated:
Flood the hold with CO2 as per ship's fire plan.
If hold contains nitrates, sulfates or explosives, flood hold with water.
Never open hatch. Entry of air may cause flash back.
Consider loss of stability while using water to fight fire.
Refer to damage stability booklet for loss of stability.
Continuously monitor temperature of affected area and its surroundings.
Maintain fire watch when fire is extinguished.
Cancel distress/urgency message.
Follow up actions:
1. Report details to owner, charterer, P&I club, under‐writer, Cargo owners, agent of next port.
2. Send an accident report to MPA.
3. Prepare a note of protest to save owner's interest, stating the facts only.
4. Prepare a master’s report that includes:
• When fire started.
• Extent of fire.
• Details of damage to cargo due to fire.
• Any personnel injury.
• Attempts made to extinguish fire.
• Time taken to extinguish fire.
• Weather condition.
14. What does the ‘emergency generator’ or emergency power supply of the vessel provide for?
A.: The emergency power supply must be a Self-Contained Unit and is independent of an external supply. It is usually a diesel motor with own starting system situated in a position away from the main engine room of the ship.
It provides an emergency power supply to: navigation lights and essential navigation equipment, the emergency lighting circuits, bilge and fire pumps, communications and the embarkation lights for the launching of survival craft.
15. Following an engine room explosion, your engines are inoperable. The ship’s position is 8 miles off a ‘lee shore’ and you are drifting down. What action would you take?
A.: In these circumstances where there is no possibility of instigating repairs I would immediately make a MAYDAY with only 8 miles distance of the shore line. I would also request the assistance of a ‘tug’.
It would be my intention to reduce the rate of drift towards the shore, while awaiting the tugs arrival, by taking the following actions:
a) Ballast the fore end of the vessel to increase the windage aft. This would hopefully present the bows to the wind and reduce drift.
b) Walk back both anchors to provide drag effect and slow the drift.
c) If the depth reduced to shallows I would consider use of anchors for emergency holding off.
d) Order the Chief Officer to prepare a suitable towing arrangement (probably a composite tow line).
e) Communications to include informing owners, obtaining weather forecast and Coastguard Authority.
16. Crew member seriously sick at sea, action as a master?
• Conduct a medical assessment of victim for primary medical treatment.
• Attend to treatment as best as possible with onboard facilities and medication.
• Request for medical advice from the RCC or other appropriate authority,
• If medical evacuation is required, alert appropriate authorities.
• Prepare patent for evacuation.
• Gather appropriate paper work and attach to patient.
17. Crew missing before sailing, action as a master?
A. 1. Check gangway roaster, register.
2. Quick search in accommodation, E/R and other places in the ship where he may be found.
3. Call the person who went ashore with him and ask.
4. Inform agent and ask him to check all suspicious places as hospitals, police station, seamen's club, night clubs etc.
5. Inform different parties:
• Owner
• MPA
• Local port authority
• P&I club
• Charterer (If required)
• Local police
6. Make a list of his personal belongings and money.
7. Sign him off
8. Make an entry in Deck Log Book
9. Make his final wages account
10. Give him discharge certificate
11. All those things to be handed over to agent to send to MPA.
12. Keep the receive copy from agent.
13. Check safe manning doc and check if the ship is able to sail without him.
14. If ship is unable to sail, check from juniors if somebody have certificate, give him promotion after consult with dept head and owner.
15. If promoting is not possible, arrange permission from MPA to sail up to next port.
16. Keep an eye to the jetty upto departing for the last moment of his arrival.
17. Do a thorough search of the accommodation for any suspicious items he kept onboard.
18. Seaman on drugs at sea – what is your action?
A.: • Investigate if he is an addict.
• Search for possibility of large quantity onboard or other crews involved.
• Take Urine/blood sample for testing.
• Communicate with owner.
• If seaman proved addict repatriate him and request Police.
• Deck Log Book entries to be sent to Owners and MPA.
19. What are the possible consequences if seaman is found guilty of smuggling? Actions as Master?
A.: • Drug smuggling will lead to heavy liability to ship‐owners.
• Delays due to investigation.
• Ship may be arrested if unable to proof of not being a part of it.
• Seaman may be fined, and jailed.
Master’s Actions:
• Investigate and identify the crew and surrender him to the authorities.
• Communicate with owners, P&I club.
• Lodge note of protest for vessel not being held responsible.
• Determine the source of Drugs.
• Cooperate fully with the port authorities.
Owners has right to:
• Sue the seaman.
• Forfeit his wages.
• Take Legal action against the offender to recover expenses.
20. Stowaway found prior arrival port, action as Master?
A. • Obtain identity of the stowaway. (Nationality)
• Check if he is carrying any other documents.
• Make an entry in the Deck Log Book.
• Inform Flag State within 24hrs.
• Lock him and provide food.
• Report to Last & Next port agents.
• Communicate with owners, agents, P&I club, and Embassy.
• Arrange his repatriation as soon as possible.
• On arrival port, “NO SHORE LEAVE” board to be displayed, until the stowaway has been handed over to the authorities.
21. Write down all INTERNATIONAL DISTRESS SIGNALS?
A.: 1. The following signals, used or exhibited either together or separately, indicate distress and need of assistance:
a) a gun or other explosive signal fired at intervals of about a minute;
b) a continuous sounding with any fog‐signaling apparatus;
c) rockets or shells, throwing red stars fired one at a time at short intervals;
d) a signal made by radiotelegraphy or by any other signaling method consisting of the group . . .‐ ‐ ‐. . . (SOS) in the Morse Code;
e) a signal sent by radiotelephony consisting of the spoken word "Mayday";
f) the International Code Signal of distress indicated by N.C.;
g) a signal consisting of a square flag having above or below it a ball or anything resembling a ball;
h) flames on the vessel (as from a burning tar barrel, oil barrel, etc.);
i) a rocket parachute flare or a hand flare showing a red light;
j) a smoke signal giving off orange‐colored smoke;
k) slowly and repeatedly raising and lowering arms outstretched to each side;
l) the radiotelegraph alarm signal;
m) the radiotelephone alarm signal;
n) signals transmitted by emergency position‐indicating radio beacons;
o) approved signals transmitted by radiocommunication systems, including survival craft radar transponders.
2. The use or exhibition of any of the foregoing signals except for the purpose of indicating distress and need of assistance and the use of other signals which may be confused with any of the above signals is prohibited.
3. Attention is drawn to the relevant sections of the International Code of Signals, the Merchant Ship Search and Rescue Manual and the following signals:
• a piece of orange‐colored canvas with either a black square and circle or other appropriate symbol (for identification from the air);
• a dye marker.
T.V.K
Thuyền trưởng Tiếu Văn Kinh (sưu tầm và biên tập)
