Question 1. What is the length of a shackle of anchor cable?
Answer: A shackle length is 15 fathoms, or 27.5 m (90 ft).
Question 2. How would you break a Kenter, Lugless joining shackle?
Answer: To break a Kenter joining shackle, ‘punch and drift’ the ‘spile pin’. Movement of the spile pin will push out the ‘lead pellet’. Once the spile pin is removed, knock out the centre stud then separate the two shackle halves by hammer blows to the side of the link.
Question 3. What prevents the spile pin from accidentally falling out of the joining shackle with the vibration caused in the cable when operating anchors and cables?
Answer: Once the tapered spile pin has been inserted into the shackle, a lead mould pellet is forced into the ‘dove tail chamber’, a space above the top of the pin. This shaped cavity prevents the lead from dropping out, while at the same time retaining the spile pin.
Question 4. When your vessel is scheduled to enter Dry Dock, what documentation would you prepare, prior to entry?
Answer: The occasion for Dry Docking the vessel would require the following plans and documents to be readily available:
1. The Dry Dock Plan.
2. The Shell Expansion Plan.
3. The General Arrangement Plan.
4. The Chief Officer’s repair list.
5. The Plug Plan.
6. The ship’s fire fighting arrangement.
7. Tank arrangement.
8. Relevant stability information.
9. A list of the ship’s general particulars.
10. Rigging plan.
11. Relevant Certificates for required surveys.
12. Cargo Plan (if docking with cargo on board).
Question 5. If your ship is a ‘tanker’ vessel, what additional and specific certificate would be required prior to entering Dry Dock?
Answer: Tankers require a ‘gas free’ certificate prior to entry into Dry Dock.
Question 6. What information would you expect to find on the ship’s ‘Dry Dock Plan’?
Answer: Dry Dock Plans contain the following information: In addition to the ship’s general particulars, and the ship owner’s details, measurements for the overall length, breadth and depth would be included, with the air draught.
Question 7. What types of entries are made in the ‘Garbage Record Book’?
Answer: Any garbage disposed of should be recorded in the Record Book. The ship’s position should be recorded along with the quantity of garbage disposed and the date and time of disposal. The method of disposal and the nature of the garbage are also required. In the event that garbage is deposited at a Port Reception and/or incinerated, a receipt for the garbage must be obtained.
Question 8. What two documents represent compliance with the ISM Code?
Answer: The ship should have its own Safety Management Certificate (SMC) and will carry a ‘copy’ of the ‘Document of Compliance (DoC). Note: The original Document of Compliance is held by the company, a separate DoC, for every class/type of vessel the company operates.
Question 9. What information and details would you expect to find on the Anchor Certificate?
Answer: The Anchor Certificate will contain the following information:
1. The Certificate serial number.
2. Name of the Certifying Authority.
3. Name of the testing establishment.
4. The mark or logo of the testing establishment, if any.
5. Name of the Supervisor of Tests and their signature.
6. Weight of the anchor.
7. Type of anchor.
8. Length of the shank in millimetres.
9. Length of arms in millimetres.
10. Diameter of the ‘trend’ in millimetres.
11. Proof load applied, in tonnes.
12. Weight of ‘stock’, if applicable.
Question 10. Following an incident where the ship has run aground, what actions would you expect to take as the Chief Officer of the vessel?
Answer: Following a grounding incident the Chief Officer would expect to report his intention to the Master to carry out a ‘damage assessment’. This assessment would expect to address the following items:
a. The water tight integrity of the hull.
b. The condition of the engine room either ‘wet or dry’.
c. A casualty report.
d. Any evidence of pollution.
Subsequent actions would also include taking a full set of tank soundings, as well as overside soundings, paying particular attention to the bow and stern areas. It is assumed that on the outcome of the Chief Officer’s damage report, the Master would open up communications with relevant interested parties.
The Chief Officer would advise the Master throughout this period to display the signals to indicate a ‘vessel aground’, and also recommend that the ship’s anchors are walked back to prevent the possibility of accidental re-floating in a possibly damaged state. Ballast adjustment may be necessary at some stage. It would also be prudent to deploy anchors to prevent accidentally, re-floating at an inappropriate time.
Question 11. What do you consider the term ‘risk assessment’ means?
Answer: Risk assessment is a detailed and careful assessment of potential harmful factors that are contained within the nature of an operation. It is expected to classify the work and identify high, low and tolerable risk elements to personnel within the working environment. It is meant to provide an action plan which would permit ongoing operations to within limits of a tolerable risk. Check lists are employed to assess the Initial Risk and subsequent detailed parameters effecting the overall final assessment, prior to commencement of the work.
Question 12. What are the two functions of a ‘rescue boat’ during the action of abandoning a ship?
Answer: The rescue boat has two functions during an abandonment:
a. Recover persons from the water, preferably in a horizontal manner.
b. Marshall survival craft upwind and clear of toxics or the dangers associated with capsize of the parent vessel.
Question 13. While on a voyage across the Pacific Ocean, the Master of the ship suffers a heart attack and dies. What is the expected action of the Chief Officer?
Answer: The Chief Officer would immediately assume command of the vessel and inform senior officers and the crew of the death and the change of command. An entry into the Official Log Book would be made to this effect, stating the reason why the Chief Officer has assumed command. An entry would also be made in the Log Book under the heading of Births and Deaths on board the ship, to reflect the death of the Master.
The Master’s body must be isolated in a cool storage place and the ship’s owners must be Informed of the incident and the current status of the vessel. Company instructions would be expected to advise on subsequent action to the Officer in Charge of the vessel. Any witness statements and photographic evidence should be retained for future enquiries.
Question 14. When intending to tie the vessel up on a tidal berth, what would you consider as an appropriate mooring pattern?
Answer: Assuming that the weather forecast is not adverse and the range of tide is not excessive, normal practice would be to secure the vessel with:
– four (4) headlines
– four (4) Stern lines
– a breast line each end, and
– a spring line at each end.
Question 15. What are the advantages and disadvantages of carrying out a Mediterranean Moor?
Answer:
The advantages of the Mediterranean Moor are:
– That more vessels can berth with restricted quay space.
– Cargo ships can work both port and starboard sides into barges.
– Tanker vessels can load/discharge through stern manifolds.
– Roll on–Roll off (Ro-Ro) vessels can operate stern ramps.
The disadvantages are:
– The vessel is exposed from the shore.
– Cargo ships are denied the use of shore side cranes.
– Loading and discharge must take place into barges.
– A boat is required to go ashore.
Question 16. How would you berth your vessel starboard side to, with a strong onshore wind, currently on your own starboard side and the tidal current ahead?
Answer: With the ship stemming the tidal flow you should advance parallel to the berth at a distance off, of approximately one ship’s length. When the vessel’s bow is in a position at a mid-point of the berth I would let the port, inshore anchor go at short stay and turn the vessel hard to port using maximum helm.
Question 17. When taking a ship into Dry Dock, why do the dock authorities usually request the ship to be trimmed by the stern?
Answer: It is normal practice to have a stern trim for entering Dry Dock for several reasons:
1. The ship tends to handle and steer better with a stern trim.
2. The declivity of the dock bottom is compatible with the trim angle.
3. The ‘Sole Piece’ is an aft strength member and will be the first part of the vessels structure to make contact with the blocks. Achieved with a stern trim.
Question 18. What information is provided by the ‘loadicator’?
Answer: Following the input of cargo quantities and weights, the output from the programme would supply stress values comparable against acceptable parameters.
These would include the bending moments, shear force and effects on the ‘GM’.
Question 19. What do you understand by the term ‘Segregated Ballast Tank’?
Answer: This means a water ballast tank which is completely separated from the cargo oil and fuel oil systems. It is permanently allocated to the carriage of water ballast or cargoes other than oil or noxious substances.
Question 20. How would you determine that a ‘port of refuge’ was satisfactory for your vessel?
Answer: The practical aspects of choice of a ‘port of refuge’ would be determined by the size of the port, the available depth of water inside the port and the respective underkeel clearance for the vessel to be able to enter and berth.
Additional, preferable features of such a port would include, shelter afforded to the effected vessel and whether the port had repair facilities capable of rectifying any defects to the ship.
Question 21. When on a coastal passage through the English Channel the OOW reports sighting a red and white striped, round buoy on the surface. It is identified as a submarine indicator buoy. What would you do?
Answer: As Master of the vessel I would immediately take the ‘conn’ of the vessel and establish a Bridge Team in position. I would manoeuvre the vessel to circle the buoy, keeping my engines running. During this period I would order the OOW to establish the position of the buoy and ascertain whether it was tethered or adrift.
I would carry out a chart assessment to include the position of the buoy and note the depth in this area. Once all the information is available I would communicate to the Admiralty via the Coastguard all relevant details effecting the sighting of the buoy.
I would further operate my echo sounder, post extra lookouts and if the depth was less than 50 m, turn out the rescue boat with an emergency crew on stand-by. At reduced depth the possibility of personnel employing escape apparatus to reach the surface must be anticipated.
Additional communication may be made towards the submarine by hammer blows to the turn of the bilge. Assuming that the submarine was unable to surface the noise and vibration from the hammer action and from the propeller activity would send a positive indication to the submarine that a vessel was at the surface.
It must be anticipated that return communication from the authorities possibly with a relief warship in attendance, would relieve my merchant vessel of the situation.
Question 22. When carrying out an emergency steering gear test drill, what would you expect to observe and do?
Answer: Emergency steering gear drills are conducted in accord with the regulations at intervals of at least three (3) months. The drill should demonstrate control of ship’s steering from the steering flat compartment instead of from the navigation bridge. The communications between the two stations, steering flat/bridge, should also be tested and seen to be adequate. Any alternative power supply should also be operated and found satisfactory. Once the drill has been conducted, a statement shall be recorded in both the Official and Deck, Log Books.
Question 23. Following response to a distress situation which has been resolved, you are requested to carry out a towing operation. What factors would you consider, before accepting the towage contract?
Answer: It would be necessary to check the Charter Party and the Bills of Laden, to ensure that I am permitted to carry out a towing operation.
I would further check the following:
1. The quantity and available fuel on board my vessel to carry out the tow.
2. Is my own cargo liable to suffer by the extended operation.
3. Are your engines and deck machinery capable of achieving the tow.
4. Could you still meet the Loading Port, Charter Party Clause, on time.
5. Is the value of the towed vessel and cargo worth the effort.
6. Owners and insurance would need to be informed as a towing operation could expect to increase premiums.
7. Do both Masters have an agreement.
Question 24. How would you ensure your crew are trained to handle situation disasters?
Answer: Throughout the period of the voyage it would be prudent to exercise the crew in disaster training scenarios. This could be carried out during the period of boat and fire drills.
These should be active drills with personnel being interchanged to provide multiplicity on essential tasks. Disaster/safety videos could be shown to crew.
Alleyways and public rooms could carry educational and advisory posters.
Reality casualty rescues, rescue boat activity inside harbour limits, together with encouraging shore side training courses would all be expected to improve the state of readiness and efficiency of the crew.
Question 25. What are the statutory obligations placed on a Master when navigating inside known ‘ice regions’?
Answer: The Master when informed that dangerous ice is ahead on his intended track, must: alter his course and proceed at a moderate speed at night. Further, if he encounters dangerous ice, he is obligated to make a statutory report of the type and position of this ice (Reference: SOLAS).
Question 26. What entries are made in the Garbage Record Book?
Answer: Records must be kept of all discharges or incineration of garbage. The Garbage Record Book is part of the Official Log Book but may be kept separately.
Entries will include:
1. Date and time of disposal or incineration of garbage.
2. The position of the ship at the time.
3. A description and amount of garbage involved.
4. Any accidental discharge or loss of garbage.
The Master must sign every page of the Garbage Record Book.
Question 27. When would a Master ‘Note Protest’?
Answer: A ‘Note of Protest’ is made:
1. When the ship has encountered heavy weather which may result in cargo damage.
2. Whenever damage has been caused or is suspected from any cause.
3. Where cargo has been damaged through a peril of the sea (i.e. inadequate ventilation because of the stresses of bad weather).
4. When cargo is shipped in such a state as to be likely to deteriorate during the voyage (B/Ls would also need to be endorsed in this example).
5. When the terms of the Charter Party (C/P) has been breached by either the Charterer, or his agent. Examples: refusal to load, or loading improper cargo.
6. When consignees fail to discharge cargo or to take delivery and pay freight.
7. In all cases of General Average, or failure to make a cancellation date due to heavy weather.
It should be borne in mind that the act of Noting Protest should be made as soon as possible after arrival in port. Where a cargo Protest is being made, this should be carried out before ‘breaking bulk’. Where cargo is for several ports, a Note of Protest should be made in each port.
Question 28. If a member of your crew died on the passage, what would you do?
Answer: In the event of a death of a crew member it would be the responsibility of the Master to complete the report form Return of Births and Deaths (RBD) 1 and deliver it to a Superintendent and, Consul, or Shipping Master at the earliest opportunity. The Master would further cause an entry to be made into the Official Log Book, which is consistent with the RBD 1 report.
The body should be kept isolated and under security until it can be landed. If a post mortem is carried out at any time a copy of the report and any other associated medical details should accompany the body when landed.
An inquiry into the death may be required and if so, a report of this inquiry is to be made.
Question 29. Three members of the crew make a complaint about the food on the ship. What would be the actions of the Master?
Answer: If only one man makes a complaint the Master is not legally obliged to act. However, when three men or more complain, the Master must investigate the grounds for the complaint and if it is found proved, take such action as will rectify the problem.
He is then expected to inform the complainant of his actions and obtain their agreement to satisfaction, that the action taken has been adequate. In the event of that they are not satisfied with the action taken, they may take their compliant to a higher authority, namely a proper Officer, i.e. Port Superintendent.
Whatever the outcome the Master must enter the details of the complaint into the Official Log Book.
Question 30. What sanctions could a Master impose if a seafarer was found to be guilty of a breach of the ‘Code of Conduct’?
Answer: Any sanction imposed by the Master would be dependent on the nature and degree of the breach of the Code. The punishment to fit the crime, so to speak and would consist of one of the following:
1. A formal (oral) warning and a record made in the Official Log Book.
2. A written reprimand, also recorded in the Official Log Book.
3. Dismissal from the vessel, either immediately (if in a UK port or an overseas port) or at the next port of call.
Question 31. What entry would be made in the Official Log Book with regard to disciplinary action taken, following a breach of the Code of Conduct?
Answer: The log book entry would include full details of the alleged breach and results and findings of any subsequent enquiry. The sanction(s) if any, taken by the Master in response to the breach of the code would also be entered.
The seafarer involved in the case must be given copies of the log book entries affecting the case and these must be acknowledged by a receipt signing.
Question 32. What is a ‘gob rope’ used for?
Answer: A ‘gob rope’ is used by a tug to change the position of the towing position from midships to the aft end of the tug. The purpose of this is to prevent the tug from capsizing caused by the direction of the towline ‘girting’ the tug.
Question 33. How would you expect your Watch Officers to ensure that the vessel does not drag her anchor(s) and move position?
Answer: It is normal practice to leave instructions and ‘Night Standing Orders’ for the OOW to monitor the ship’s position by primary and secondary means, throughout the period of each watch.
The position of the ship being fixed by:
1. Visual Anchor Bearings
2. Radar Range and Bearing
3. Global Positioning System (GPS).
Note: The anchor bearings being written onto the chart and entered into the Deck Log Book.
Question 34. What checks and precautions would you expect an OOW to take in the event of suspecting the vessel to be dragging her anchor?
Answer: I would anticipate that the OOW had re-checked the anchor bearings, and if in any doubt would call and advise the Master accordingly.
The Master could relieve the Watch Officer to go forward to feel if the cable was experiencing excessive vibration, to further confirm that the anchor is dragging.
Radar observation and position change would identify ship movement.
A hand lead, lowered to the sea bed from the bridge wing could also give indication of dragging, by leading forward towards the bow as the vessel drags.
Question 35. In the event that the vessel is found to be dragging her anchor, what action would you take?
Answer: If dragging the anchor is confirmed, the initial action would be to pay out more anchor cable. If the ship continues to drag, a second anchor could be used at ‘short stay’. However, in the event dragging still continues, it would be prudent to recover both anchors and move to either a better, more sheltered anchorage or move to open waters and steam up and down, until the weather abates. If in coastal regions it is some times possible to seek the lee of the land and gain shelter there.
Question 39. What is ‘squat’ and how can you reduce it?
Answer: Squat is a form of interaction which occurs between the underside of the vessel and the closeness of the sea bottom to the keel.
It is a shallow water effect on the ship’s hull which could influence the steering of the vessel and the overall control of the vessel. The effect is generally amplified by the speed of the ship over the ground, combined with underkeel clearance and blockage factor in canals/rivers, etc.
Squat effect has been directly linked to speed² and to this end a positive and immediate reduction in speed will reduce or even eliminate detrimental effects of squat in shallow waters. Alternatively the vessel should seek deeper waters where the interactive effects of the sea bottom make squat effect, insignificant.
Question 40. Following a test on the emergency steering gear, the connection pin shears during the disconnection from the steering flat to the bridge. The bridge is then informed that steering cannot be returned until a new pin can be manufactured. What options are available to you and what actions would you take in open sea conditions?
Answer: Such circumstances where the loss of effective steering control is experienced extremely limit the Master’s actions. Such actions, as they may be, will depend on a variety of factors, not least the weather and the geography. In all options the ship should display not under command (NUC) lights or shapes until steerage control can be regained. In congested waters the vessel would stop engines and not attempt to proceed without effective steering.
Option 1. Twin screw/propeller vessels can attempt to steer by engines, under NUC signals and while in open, non-congested waters.
Option 2. Stop engines and await repairs to be effected.
Option 3. Stop engines and anchor the vessel if the depth of water permits.
In all cases of such a situation arising, the ship’s position should be obtained. A statement should be entered in the ship’s Deck Log Book and the Official Log Book. In certain circumstances it may be necessary to make a SECURITY, navigation warning signal. With repairs underway, it would not be anticipated that tug assistance would be required.
Question 41. When taking the vessel to an anchorage it is intended to use a single anchor. What is the minimum scope of cable that would be employed and what factors would possibly cause an increase in the amount of cable to use?
Answer: As a general rule of thumb the minimum amount of scope paid out when at a single anchor is considered to be 4 times the depth of water. However, it is stressed that this is a minimum figure and would be increased where any of the following factors are found to exist:
1. Strong tidal/current conditions.
2. Large rise and fall of the tide.
3. Poor holding ground for the anchor.
4. A bad weather forecast.
5. A lengthy period of stay.
6. A low holding power type of anchor as opposed to a high holding power anchor.
7. A non-sheltered anchorage position.
8. A Master’s preference for increased chain deployment.
Question 42. Where would you expect to encounter a ‘stealer plate’ in the ship’s construction?
Answer: A ‘stealer plate’ is a reducing plate. It is normally found at the fore and aft ends of the vessel. It may be a side strake of the hull, but it is more often a deck stringer plate, reducing say three stringers to two, at the fine lines of the bow.
Question 43. What are the duties of the Safety Officer aboard the vessel?
Answer: The function of the Safety Officer is to primarily promote a safety culture aboard the ship. This may be carried out by regular drills and training exercises. Promotion poster displays, holding active safety meetings or making use of the Training (Video) Manual. The Safety Officer would also be a member of the Safety Committee, under the Chairmanship of the Master, and could expect to draw up the agenda for the meeting. He would normally take the minutes of the meeting and give a safety report at this time. Such a report would include details of any investigation undertaken following an accident.
Recommendations from accident findings would be a cause for deliberation by the Safety Committee. Accident reports, obtaining witness statements and taking photographs to support any incident, all fall to the duties of the Safety Officer. The position of the Safety Officer is an appointment and he/she cannot resign this position.
In the event the Safety Officer observes unsafe activity on the vessel he has the authority to stop this work immediately. Only the Master can order the resumption of said work. His duty is also to maintain a log account and file of all accidents and accident reports.
Question 44. What would you look for when carrying out a ship’s bottom inspection, when the vessel is in Dry Dock?
Answer: Specific items, such as tank plugs, echo sounder transducers, bilge keels, sea chest gratings, stabiliser units and bow/stern thrusters, would all warrant particular attention.
The degree of weed and/or barnacle coverage would generate the cleaning of the underwater hull and this would then permit sighting of any fractures, or deep indentation to shell plates. Overall the condition of coatings, inclusive of anti-fouling and the boot topping would be noted.
Once the bottom area is cleaned, the quality of sacrificial anodes could also be assessed as to the need for renewal. These would know doubt be inspected with the propeller, rudder and stern tube arrangements during the early proceedings following docking.
Question 45. How is on board training carried out aboard the vessel?
Answer: In house training of crew members takes place by means of the following methods:
1. Accident Prevention, poster displays – managed by the Safety Officer.
2. Active boat and fire drills – inclusive of equipment demonstrations by Deck Officers.
3. Safety Manual (Video) shown at periodic intervals.
4. Distance learning study time allocated to Cadets.
5. Junior Officers encouraged to understudy Senior Officers when ever practical.
6. Crew briefings on new equipment fitted to the vessel.
7. Alternative job share, operating during drills.
8. Shore side training courses encouraged whenever possible.
Question 46. Following a successful dry docking period the Chief Officer of the vessel is asked to sign the ‘Authority to Flood’ certificate. What would be the action of a prudent Chief Officer, prior to signing this certificate?
A. A prudent Chief Officer would first check the ship’s hull thoroughly to ensure that all tank plugs drawn had been replaced correctly. He would also want to ensure that all survey work listed had in fact been completed. He would also wish to ensure that nobody was left inside the dock area, that all scaffolding and staging had been removed, and that the vessel was in a final seagoing condition. This condition would be acceptable following a complete ‘Stability Check’, taking account of the contents of all the ship’s tanks and compartments.
He would be particular to return the vessel to a condition that would be comparable with the ‘On the Block Soundings’ that were recorded at the time of entry. Once satisfied regarding the vessel’s positive stability, he would then be in a position to sign the ‘Authority to Flood’ certificate’.
Question 47. A vessel is required to dry dock with cargo in the after hold. How could the Chief Officer ensure that excessive stresses, caused by the weight of cargo, are reduced ?
A. The ship might make a request for a floating dock to be employed, which can be trimmed to retain the aft end section in a residual depth of water. Alternatively, provide the dry dock authority with the ship’s cargo plan and order additional shores to be placed around and under that part of the hull bearing the additional weight of cargo. Such action is designed to reduce the additional weight stresses that would be experienced by the ship from the cargo being retained on board.
Question 48. Why is it considered usual for a vessel to have a small stern trim, when entering a dry dock ?
A. The keel blocks of the dock will be placed in accord with the ship’s Dry Dock Plan, on the floor of the dock. The floor of the dock will have an angle of declivity to assist drainage, but the stance of the blocks so placed will provide a ship’s landing that is nearly parallel to the line of declivity of the dock floor.
When the vessel enters with a stern trim, the line of the keel will be just angled above the upper edge line of blocks. This position effectively means that the stern frame aft (the first point of contact at the critical instant) will have an absolute minimum of time in sole contact with the aft blocks, before the remainder of the keel’s length is sewn on the blocks overall.
Question 49. What stability considerations would the Chief Officer take account of, prior to the ship entering a dry dock ?
A. The ship would communicate with the dry dock manager and request the desired ‘trim’ that must be given to the vessel to satisfy the dock features. Adjustment of fore and aft tanks would be made to ensure that the desired trim is attained.
The Chief Officer would be aware that, once inside the dock, a loss of buoyancy will occur when the dock water is pumped out. He would therefore want to reduce any free surface effects from slack tanks and at the same time increase the ship’s GM, by adding additional weight to the double bottom water ballast tanks.
Based on the vessel’s draughts and displacement, he would calculate the expected GM and ensure that it is adequate to compensate for the apparent loss of GM due to the effect of the ‘P’ force acting vertically upwards at the critical instant.
Question 50. What utilities would a ship’s Chief Officer order for the welfare of the vessel, prior to entering the dry dock ?
A. Once in communication with the dry dock manager, the Chief Officer would ensure that the ship is equipped with the following facilities:
1. Electric power
2. Fire water supply
3. Fresh water supply (for domestic services if crew living on board)
4. Garbage reception facilities
5. Communication lines (and emergency contact numbers)
6. Gangway access (2)
7. Sanitation services
8. Security watchmen
9. Air pressure line (if required)
10. Earth/bonding connection
