sample oral ques

8/3/2019 Sample Oral Ques

1/18

ORAL QESTIONS SAMPLES

Differentiate between a product and crude oil tanker

Product tanker : Oil tanker engaged in carrying oil other than crude oil is termed

product tankerChemical tanker : A ship constructed for the carriage in bulk of any liquid productlisted in chapter 17 of IBC code (international bulk chemical code)Crude oil tanker : Any tanker used in carriage of crude oil in bulk Crude oil is any liquid hydrocarbon mixture occurring naturally in the earth whether ornot treated to render it suitable for transportation

How will you motivate a multinational crew

Use simple English and hand symbol Respect their cultures Praise good behavior Pat on back/ Appreciation of work Provide monetary incentives Fair appraisal, promotion Use common language Food is served without discrimination Means of recreation, CDs and magazines of their nationality Provide good working atmosphere Conduct social gathering, parties Provide equal opportunities

Understand his cultural values Recognize hard work

Major non conformity example and definition As per ISM code major non conformity means an identifiable deviation that poses aserious threat to the safety of personnel, the ship, or a serious risk to the environment,that requires immediate corrective action, In addition lack of effective and systematicimplementation of ISM code is also considered as a major non conformity.

Structural damages,Invalid certificates or documentsEmergency generator cannot startOil record book not availableNon conformities raised during last internal audits are still pending

Non conformity example and definition


2/18

Means an observed situation, where objective evidence, indicates the non fulfillment of a specified requirement,ISM checklists incomplete,Crew not aware of companies ISM safety and environmental protection policyResponsible officers not knowing their duties as per SMS manual

Crew not knowing DPA Oil record book incomplete/ not signed

SOLAS latest developments / amendments.

Dec 2004 Amendments,Bulk carrier safety- A new text for SOLAS chapter XII,Free fall life boat on bulk carrierSimplified VDR, S-VDR May 2005 Amendments,

A revised chapter II indented to harmonize the provision on sub division and damagedstability for passenger and cargo ship. Probabilistic method is being used rather thandeterministic method.

All ships to be provided with arrangements, equipments, fitting of sufficient SWL forsafe conduct of towing and mooring

Water level detector in cargo holds for new single hold cargo ship other than bulk carrier.

Ship construction drawings to be maintained on board and ashore

Mandatory company and registered owner identification numberMay 2006 AmendmentsLong range identification and tracking system (LRIT)EPIRB capable of transmitting a distress alert through polar orbiting satellite

MARPOL latest developments/ amendments. Annex I

Annex I rewritten Chapters segregatedReg 23 Accidental oil out flow performanceOman Sea has been designated as special area (wef 01 Jan 2007)Double hull protection for pump room(reg 22)Heavy grade oil definition changed

Limitation of bunker tank capacity max to 2500 Cu m for FO tank andprotective location of bunker tank (Entry in force 01 Aug 2010)

South run of South Africa as special area Annex II

Categorization of chemicals to X,Y,Z and IBC code Chapter 17 also changed.Removal of Special areas except Antarctic region


3/18

Max residue in tank ands associated piping after discharge limited to a max of 75 ltr for X,Y,Z category of chemicals. (Entry in to force 01 Jan 07)

About veg oil carriage ; Veg oil which was earlier unrestricted is now need tobe carried in chemical tankers

Annex III

Annex IVIntroduction of PSC inspection for control measures.Revised annex IVNow applies to above 400 gt or more than 15 persons

Annex V

Annex VIIntroduction of North sea area as SECA region WEF 21 Nov 2006NOx tech code revised and updated.

Name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL, STCW, ILOSolas:

1. Improper Design of bilge pumping arrangement

Defect in propulsion and electrical machinery. Failure of proper operation of emergency generator lighting, batteries Failure of proper operation of main and aux steering gear, Emergency steering not

operational Certificates under convention expired Major structural damage not informed to class or flag state. Life boat lowering arrangement not operational. Radio failure for distress signals Below manning

MARPOL

1. Oil record book not available Failure of operation of IOPP equipments such as OWS, Incinerator. Inadequate tank retention capacity for sludge tank for intended voyage. Sewage plant not operational. Illegal or evidence of illegal connections for bilge pumping.


4/18

Absence of P &A manual, Cargo record book

ILO

1. Inadequate food and water for intended voyage. Sea fearer of age below min specified 15yrs Evidence of inadequate rest hours

STCW Failure of seafarers to hold a certificate, to have an appropriate certificate, to have avalid dispensation or to provide documentary proof that an application for anendorsement has been submitted to the flag State administration.Failure to provide proof of professional proficiency for the duties assigned to seafarersfor the safety of the ship and the prevention of pollution.The Load Lines Convention Significant areas of damage, corrosion, or pitting of plating and associated stiffening indecks and hull are noticed affecting seaworthiness and strength. If temporary repairsare done to take local loads and are unless proper temporary repairs for a voyage to aport for permanent repairs have been carried out.

Absence of inability to read draught markingsInsufficient stabilityOverloading

What instructions will you give to 2/E to preparations of overhaul of engine room crane

1. Planning - availability of suitable time, preferably at port when it may not be required

for any other maintenance purpose. Availability of spares- especially wire fall with certificate of appropriate length if renewal

is involved Follow the makers instructions Fill up the required checklists such as working aloft, electrical isolation and carry out a

Risk analysis. Releasing procedure for brake with out power to be discussed. Renew lube oil and carry out greasing of all points and wire Confirm the tightness of the clamp. Use safety harness and safety gear Check all limits and cut outs before putting crane back in operation Use sufficient manpower


5/18

Tell in detail about P&I club?P & I clubs are insurance mutuals or clubs which provide collective self insurance eachothers insurance requirements. This is a non profit making organization.

th Collision liability to 3rd party

Crew repatriation in case of sick personDiversion expenses for ship in cases of sick seamen

What is syllabus of MEO class I as per meta manual?Knowledge of inter national legislation and regulation.

Knowledge of national legislation and regulation-MS actOfficial log book and record keepingCharter partyMarine insurance, P&I Clubs,Classification societyHuman relationsModern mgt principles, Conflicts, influence of human factor,ComputersShip stabilitySafety regulations and SOLASISM , Emergency preparedness.Repair management.Machinery performance testing, Inventory ManagementPSC, Coast guard

York Antwerp rules?

This is regarding General average act.

What is latest in fire fighting?

1. Water mist nozzles- hyper mist pump and nozzles in engine room,

CLC convention :International convention on Civil Liability for oil pollution damage 1969. It ensurescompensation to persons who suffer oil pollution damage resulting from maritimecausalities in case of oil pollution. Payable by ship owner, who in turn insure themselveswith P & I clubs.max limit million SDR (special Drawing Rights)FUND convention:CLC funds were not sufficient in case of large tanker pollution. And a fund wasinstituted to relive ship owners and additional compensation to victims. Limit 300 SDR .Fund contribution from all major oil importers above 150 million gallon. Supplementary


6/18

FUND over and above FUND convention. It is a third tier protection. Limit 750 millionThis convention is optional and India has not ratified this.What is MS actThis is a comprehensive piece of legislation passed by Indian parliament in 1958 fordevelopment of maritime activities. Merchant shipping act 1958 has been modified

many times to implement the provisions of international conventions.

Latest developments in tankers /MARPOLDouble hull construction, Alternate design of cargo tanksCAS requirement for tankers of 15 year or moreEnhanced Survey file to be maintained.

Certificates of chemical tankerFitness certificate for carriage of noxious liquid substances in bulk ( NLS

Certificate)

M/E breakdown in rough weather.Possibility of cutting out the effected unit

Cut out the unit as per makers instructions cut out the fuel pump and exhaust valve using cutting out arrangements- levers for

SULZER exhaust valve must be closed

Possibility of repairing or renewal of major spare parts

Plan the job check availability of the spares Prepare to stop, engine let it cool down nad start maintenance job Take full assistance from engine and deck crew Lash the heavy parts properly Tell all crew to keep clear and themselves in safe working locations All must wear full protective gear should work carefully Leader to communicate with all Delegate nature duties and explain them in a meeting prior to starting the work

Instructions to crew in safeties in dry dock.Look out for any unsafe actFire capabilities may be reduced and efficient fire patrol to be doneDangers of fall, Protect any open removed guard rails.


7/18

What is new in annex VI

North sea area has been designated as SECA wef 26 Nov 2006

What is new in MARPOL annex I, and new regulation regarding bunkering ?

A new regulation 12 A added to chapter 3 Requirement for machinery space for allships for control and protection of bunker tanks, ie. Ships having a aggregate bunkercapacity of 600 cu m or more and

Order placed on or after 01 Aug 07 Keel laid 01 Aug 08 Delivered on or after 01 Aug 2010

It includes the requirements for protective location of fuel tank and performancestandards accidental oil fuel flow. A max capacity limit of 2500 cu m per fuel oil tank isincludedWhat is interim SMC?

What is new in marpol annex II

What is NOx technical fileFile maintained on board to verify the various components installed on the engine whichaffect the engine performance wrt NOx emission. All components replaced andmaintenance carried out on these components are to be recorded in this file. There isone file for each engine with EIAPP certificate issues. When replaceing thesecomponents it is to be checked that the component replaced have the same IMOnumber as specified in the technical fileWhat is the difference between hull and enhanced survey (CHS & ESP)

HULL

ENHANCED

Latest developments and amendments in bulk carriers.


8/18

Dec 2004 Amendments : A new text for SOLAS chapter XII Additional safetymeasures for bulk carrier New reg 14 on restriction from sailing with one hold emptyand requirements for double side skin construction.

Free fall life boats made mandatory on bulk carriers.

What declaration is made under ISPS

How is enhanced survey different from other surveys

What is continues synopsis record?SOLAS chapter XI -1 Special measures to enhance maritime safety, Reg 5 states thatevery ship to which chapter 1 applies shall be issued with a continuous synopsis record. indented to provide on board record of the ship history.

Name of flag state Date registred Ship identification Number Name

Port at which registred Name of owners and address./ If bare boat charterer their address. Address of safety management company. Name of Class society Name of administration issued SMC,ISSP certificate. Any changes to owner/ Flag state etc to be entered in this record.

If D/G is damaged how will you go as C/E about making a claimHull and machinery insurance deals with this type claim. Inform full details of incidentand all relevant class survey reports

Ship out of dry-dock, heavy vibrations what internal checks you will carry out.

1. check the tightness of the foundation bolts of M/E check the foundation for any damage and tightness of the pedestal bearing


9/18

take the engine crankshaft deflection check the tightness of the shafting couplings Take the trust bearing clearance. M/E top bracing to be checked Tie rod tightness to be checked

Check integrity of vibration dampers and detuners if any.

Ship out of dry-dock SFOC is increased what all-internal checks to carry out.

1. Take indicator cards, Check that power developed are comparable Incorrect or clogged flow meter, clean the filter Fuel injection valves may be leaking Check and compare scavenge air pressure with test trials, Air pressure drop at air filters

coolers and assess the need for any cleaning of air side of air cooler Check the fuel timing Check the chain tightness- Check the operation of VIT and confirm that linkages are free.

How will you align deep well pumps

As C/E what will you do in annex VI?Keep a accurate record of Ozone depleting substances and if any maintenance work need to be done on A/C or REF plants methods for extracting Freon from the system tobe available.During bunkering a representative sample is obtained with Bunker delivery note withappropriate information to be available. Sample (MARPOL) to be signed and kept onboard for 12 months with record.Fuel change over procedure to be available and are followed when required. Recordsof change over to LSFO consumption and back is recorded with location.

Nox technical file for each engine is available and maintained.

What all will you do for SEQ survey

What all certificates to carry regarding CO2 systemWeight cert,Pressure test certificates of bottles, lines, installation cert.


10/18

Annual shore service certificate

Vessel off hire for six hours how will you as chief engineer defend

1. Documentation of the work done, plan, inform and take permission vesselssuperintendent where possible

Spares consumed Entries in log book as regard to the need of maintenance- indicating abnormal

parameter Mention time of breakdown observed, maintenance started and completed when the

vessel is at sea.

Propeller is to be changed what will be the role of chief engineer.

1. Give details of the propeller to the company from the makers instructions since it is a dry-dock job and company would arranging for an emergency dry- dock

chief engg. must ensure that if any other jobs are to be done. Keep record of fuel consumption and engine power output for future reference Keep a record of stern tube oil seal leaks if any Take crankshaft deflection Instruct the ships crew to give required assistance to dry dock authorities

Keep handy poker gauge and witness the propeller drop when measured by the drydock authorities Keep the drawings concerned ready Check the record of the dynamic balancing of the new propeller Check the manufacturers details of the new propeller and compare it with old propeller Details such as- diameter, material , pitch, Ensure that the rope guard is fitted back if removed Keep no 1 unit on TDC when advised by the dock authorities. Check the mating ( Bedding) surfaces for area of contact- should be more than 90% Ensure that the tallow grease is adequately filled up in the cover And cover is cemented smoothly after boxing up

Who will test lifeboat wire falls.


11/18


12/18

stored power systems; and hydraulic systems.

Winch The following items should be examined for satisfactory condition andoperation:

open and inspect brake mechanism; replace brake pads, if necessary; remote control system; and power supply system.

DYNAMIC WINCH BRAKE TEST

Annual operational testing should preferably be done by lowering the empty boat.When the boat has reached its maximum lowering speed and boat enters the water,the brake should be abruptly applied.

Five-yearly operational testing should be done by lowering the boat loaded to a proof load of 1.1 times the maximum working load of the winch, or equivalent load. Whenthe boat has reached its maximum lowering speed and before the boat enters thewater, the brake should be abruptly applied.

OVERHAUL OF ON-LOAD RELEASE GEAR

dismantling of hook release units; examination with regard to tolerances and design requirements; adjustment of release gear system after assembly;

operational test as per above and with a load according to SOLAS regulationIII/20.11.2.3; and Examination of vital parts with regard to defects and cracks..

Test of fire fighting equipments.

Fire Fighting Equipments including portable fire extinguishers that exists while the shipis being registered under Indian flag are required to have documentary evidence of having approval of Administration or classification society, who is a member of the IACSand the fire fighting equipment is approved in accordance with the relevant provision of the SOLAS 74 as amended and relevant provision of the FSS Code and applicable IMO

Assembly Resolution All fire extinguishers are required to have 100 % spare charges; Shipping companiesare required to ensure that the refill of the same make is available on board shipShipping companies are not able to comply with the requirement of getting one third of the fire extinguishers pressure tested every year. In order to facilitate shippingcompanies, it has been decided that fire extinguishers may be hydraulically pressuretested during the dry dock once in three years.


13/18

However, shipping companies are required to ensure that the ships fire extinguishersare properly maintained and kept in satisfactory operating condition at all times

Weekly testing and inspections

all public address systems and general alarm systems are functioning properly; and Breathing apparatus cylinders do not present leakages.

Monthly testing and inspections

all firemans outfits, fire extinguishers, fire hydrants, hose and nozzles are in place,properly arranged, and are in proper condition;

all fixed fire-fighting system stop valves are in the proper open or closed position, drypipe sprinkler systems have appropriate pressures as indicated by gauges;

sprinkler system pressure tanks have correct levels of water as indicated by glassgauges;

all sprinkler system pumps automatically operate on reduction of pressure in thesystems;

all fire pumps are operated; and all fixed fire-extinguishing installation using extinguishing gas are free from leakage.

Quarterly testing and inspections

all automatic alarms for the sprinkler system are tested using the test valves for each

section; the international shore connection is in proper condition; lockers providing storage for fire-fighting equipment contain proper inventory and

equipment is in-proper condition; all fire doors and fire dampers are tested for local operation; and all CO2 bottle connections for cable operating system clips should be checked for

tightness on fixed fire-extinguishing installations.

Annual testing and inspections

all fire extinguishers are checked for proper location, charging pressure and condition; fire detection systems are tested for proper operation, as appropriate; all fire doors and dampers are tested for remote operation; all foam-water and water-spray fixed fire-fighting systems are tested for operation; all foam-water and water-spray fixed fire-fighting systems are tested for operation; all accessible components of fixed fire-fighting system are visually inspected for proper

condition;


14/18

all fire pumps, including sprinkler system pumps, are flow tested for proper pressuresand flows;

all hydrants are tested for operation; all antifreeze systems are tested for proper solution; sprinkler system connections from the ship?s fire main are tested for operation.

all fire hoses are hydrostatically tested; breathing apparatus air recharging systems checked for air quality; control valves of fixed fir-fighting system should be inspected; and air should be blown through the piping of extinguishing gas systems.

Five-year service

hydrostatic testing for all SCBA?s cylinders; and control valves of fixed fire- fighting systems should be internally inspected.

. If the LSA is of Indian make, the "type approval" shall be granted in accordancewith M.S. (LSA) Rules. Application shall be forwarded and thereafter tests will becarried out by the nearest Mercantile Marine Department surveyors. Based onsatisfactory compliance with the applicable IMO standards an approval for a period of 5years shall be granted

If the LSA is of foreign make, the applicant will be required to submit necessaryauthenticated document to the Nautical Adviser for scrutiny and consideration for issueof Letter of Acceptance for that appliance No replacement or substitution shall bepermitted. The life rafts of foreign make to which acceptance letter has been issuedshall be put up for inspection by the MMD for functional test and necessary certificateshall be issued by the MMD on direction of DGS before the same is placed on boardIndian ships Letter of Acceptance as mentioned in para (c) shall be issued for a limitedperiod, maximum of 5 years subject to intermediate verification of 2 1/2 year + 3months.The foreign manufactures of LSA, who seek "Letter of Acceptance", shall clearlynominate only one representative in India who shall be responsible for suchequipments.

. LSA service stations where inflatable LSA are periodically serviced must have

approval from the Directorate General of Shipping. For self certification, the servicing of Life raft shall be carried out at Service Station approved by D.G. Shipping. Suchapproved Service Station should also have necessary approval from the manufacturer.In all other cases the servicing may be carried out in the presence of a surveyor fromthe Mercantile Marine Department. Other inflatable LSA of foreign-make will beserviced in the presence of a surveyor from the Mercantile Marine Department.


15/18

The life raft of the Indian manufacture shall not be serviced by any other service stationunless until such service station has an authorization from manufacturer. In such cases,the servicing of the life raft shall be done under the supervision of MMD surveyor.

In the cases where the Indian manufacturer has not authorised any service station for

servicing of his life raft in any Indian port, the servicing in such port can be undertakenby any service station as per the customer s wish under the supervision of MMDsurveyor.

The purpose of a Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder(S-VDR) is to maintain and store (in a secure and retrievable form) informationconcerning the position, movement, physical status, command and control of a vesselover the period leading upto and following an incident / casualty.

The information contained in the VDR / S-VDR is to be retrieved and used during the

subsequent investigation. For a vessel operating in shallow waters, cost of recovery of fixed VDR recording medium may not be very expensive. However, in case a vessel islost in deep waters, the cost of recovery of the recording medium may be prohibitiveand at times not feasible at all.

In view of the foregoing, it has been decided that all Indian ships shall installthe float-free variety of the VDR / S-VDR. However, if the shipowner has alreadyinstalled the fixed type of VDR or it is not possible to install the float-free VDR meetingfull requirements of the IMO Resolution, they shall ensure that an additional float-freearrangement may be made to retrieve the following information:

Operators should periodically check the condition of igniters and flame scanners, toensure that they are in good working order, Automatic fuel oil shut offs should, as aroutine, be tested to ensure that the fuel valves operate efficiently for fault conditions(e.g. flame failure and combustion air failure). Burners should be lit with fuel oil at theminimum firing rate compatible with flame establishment and operators should notattempt to light a burner immediately after its flame failure .

Whenever any machinery is required to be operated on emergency mode, Chief Engineer Officer must be informed, who in turn must give specific instructions for suchan operation and take immediate steps to restore the normal mode.

Particular attention is drawn to the need to purge the furnace and gas passages with airfollowing flame failure or ignition failure however short the period of failure or prior toany lighting up operation.

The sensors should be capable of being located either in the aft part of each cargo holdor in the lowest part of the spaces other than cargo holds to which these requirementsapply. The systems of detecting water level should be capable of continuous operationwhile the ship is at sea.


16/18

An alarm, both visual and audible, activated when the level of water at the sensorreaches the main alarm level, an alarm both visual and audible must be activatedindicating increasing water level in a cargo hold. The indication should identify thespace and the audible alarm should not be the same as that for the per-alarm level.For compartments other than cargo holds: An alarm both visual and audible, indicating

the presence of water in a compartment other than a cargo hold when the level of water in the space being monitored reaches sensor. The visual and audiblecharacteristics of the alarm indication should be the same as those for the main alarmlevel in a hold space.The detector indicating the water level should be capable of activating to an accuracy of + 100 mm.The part of the system which has circuitry in the cargo area should be intrinsically safe

The visual indication should be capable of remaining visible until the condition activatingit has returned below the level of the relevant sensor. The visual indication should notbe capable of being extinguished by the operator. The audible indication should becapable of being muted by the operator. Time delays may be incorporated into thealarm system to prevent spurious alarms due to sloshing effects associated with shipmotions.Overriding indication and alarms for the detection systems installed only intanks and holds that have been designed for carriage of water ballast.Cancellation of the override condition and reactivation of the alarm should automaticallyoccur after the hold or tank has been de-ballasted to a level below the lowest alarmindicator level.The water level detector system should be capable of being supplied with electricalpower from two independent electrical supplies. Failure of the primary electrical powersupply should be indicated by an alarm.

SSAS what and how ?The SSAS should be documented in the Ship Security Plan. The location of activationpoints should be specified in the plan and may form a part of the Confidential Section of the plan. It is advised that such information shall be known to the Master,Ship Security Officer and other ship personnel as may be decided by the Master and theSSO.The dedicated equipment used for transmission of Security Alert should not be used forany other routine communication. The system should have the main source of electricalpower and a backup source, which may include emergency source or independent

supply. However, an uninterruptible power supply (UPS) or such similar device may alsobe considered as an alternate source of power. All Indian Ship owners, Company Security Officers, Masters and others concerned mayplease note that the SSAS test is to be carried out in the "LIVE" mode only.

How to test SSAS?

The standard procedure for testing of Ship Security Alert System is as follows:


17/18

1. E-mail DG Commcentre the following information at least three hoursin advance when requesting for a test :a) Name of the vessel and its present positionb) Intended date and time (UTC) and IST of the test.2. The DG Commcentre will acknowledge confirming the conduct of the

test. It may be noted that SSAS tests with other ship/s may have already beenscheduled at the proposed time, in which case, the DG Commcentre would advise theearliest suitable time for the conduct of the test.3. The ship staff may then carry out the SSAS test as per schedule, first fromLocation 1.4. The CSO/ Master shall confirm by phone whether the Alert has been receivedby DG Comm centre. DG Comm centre will then advise if all details provided in the alertare correct, or otherwise.5. If all details received are correct, DG Comm centre will advise to reset thealert and then proceed to test from Location 26. When testing from Location 2, WAIT FOR about 30 minutes for alert to go toLevel 3.7. Call DG Comm centre to confirm whether alert Level 3 has been received.8. DG Comm centre will confirm whether all is OK, or otherwise. If all is OK, DGComm centre will advise the CSO/ Master to reset the system.9. After resetting the system, the CSO/ Master to send an email to DGComm centre stating that the "SSAS test has been completed and all subsequent alertsmay be treated as true alerts." Request for compliance may be made immediately uponsatisfactory completion of the test, and not after several days,10. Comm centre will then revert compliance by email if tests were OK or advisefurther testing/ rectification, as required.

ISM: International safety management code for the safe operation of ships & for pollutionprevention

Objective:1) to provide an international standard for the safe management & operation of shipsand for prevention of pollution.2) to ensure safety at sea, prevention of human injury or loss of life and avoidance of damageto the environment.

It applies to: 1) passenger ships including passenger high speed craft2) oil tankers, chemical tankers, gas carriers, bulk carriers and cargo HSC of 500 grt & above3) to other ships and MODUs of 500 grt and above

Latest amendments: 1) risk assessment2 )company should carry internal safety audits onboard and ashore at intervals not exceeding12 monthsThese r the 2 main points he wants to hear. List of amendments is put up in a doc. On this site


18/18

ISPS: International ship & port facilities security code

EIF 1st july 2004

Objective: 1) to set up an international connection to detect security threats

2) to provide adequate guidline against breach of security

External auditor will check: 1) whos the CSO, his qualification, have his details been clearlydisplayed in the accommodation decks, nav bridge, engine room, recreation rooms2) whos the SSO, hell check the documents to see how often ha ve the onboard safetymeetings been carried out n for how many minutes was each meeting3) then hell check all the related documents like the SSP n hell also check all ISPS equipmentsare onboard n functioning properly

CSR: continuous synopsis record

How many ports of call are recorded in it: No Idea....anybody knows the answer, please do postit

Anchor chain length: I said 1100m on each side.Its the same on each side i.e Port and Stbd

1100/27 = no. Of links.

Kenter shackle or lugless joining shacke is used to join two links(27m each) of chains

The shackle which connects the chain to the anchor: no idea...found it out later, its calledRingi.e the device used to shackle the anchor chain to the shank of the anchor. The ring issecured to the top of the shank with a riveted pin.

He asked me on which ships had i worked on? i said oil tankers. his next question was, How tomaintain the hatches of a bulk carrier watertight...well i said therell be rubber lining but hewasnt satisfied.

sample oral ques

Documents