1

A Prestigious Paying Guest Accommodation

On East Coast Road
at Uthandi, Chennai.
Most suitable for Gents / Ladies / Couples (Executives & Students)
Working on or near East Coast Road, Old Mahabalipuram Road
Excellent, Comfortable, Bath Attached, Fully Furnished
With all amenities (TV, Fridge, Drawing, Dining, Kitchen)
With or without Food.

A Personal Servant available

to wash your personal clothes
and to keep accommodation Neat and clean.
Most Economical Rates
Rs.3600 to Rs.4500 per month
For Reservation and More details,
Please Contact
Mrs. Ranju Bhasin

24493211, 98400 15816.

tellamar@yahoo.com

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Dont Call Us an Old Age Home

Dont Call Us an Old Age Home

Offers Comfort and Dignity to Elders

Offers Comfort and Dignity to Elders

--------------------------------------------

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Our recent effort

A Prestigious Accommodation for Elders
On East Coast Road

Here We Understand that;

Older we get, Smarter we become.
Elders have indeed seen a lot of life.

At Kanathoor,
opposite Maya-Jaal,
Beside Jagan-nath Puri Temple.

Welcome to
Healthy and Well-to-Do Elders
Gents and Ladies
Singles or Couples
Live with us in Comfort with
Satisfaction, Pride and Dignity.
We offer a new Life-Style.
Excellent, Comfortable, Bath Attached,
Fully Furnished Accommodation
with all amenities.
And nutritious Menu.
(Veg. as well as Non-Veg.)
Services of Servants Free of Cost
to wash/iron your clothes
to keep accommodation neat and clean.
to attend to all your needs.
Most Economical Rates
Rs.10,000 to Rs.15,000 per double room
p.m.
For Reservation and details,
Please Contact Capt Amar Bhasin
24493979, 93805 31684.

The Elders in India feel isolated and

uncared for as India grays.
The Elders who once took care of
youngsters can today no longer take care of
themselves.
India is poised to become the second
largest hub of seniors in the world.
Their children live abroad and e-mails
have become a way of life. But they do hold
gratitude in some corner of their hearts.
Hardly a day goes by without a horror
story in the media about the plight of
elderly parents abandoned or abused.
Todays generation is less inclined or able
to care for elders.
With young people migrating in search of
better prospects, caring for elders has
become an elusive ideal. Several elderly
couples live on their own.
Disrespect, Neglect, Abuse and Humiliation
make old age a disease so feel most
elders.
In a Globalized World, joint households are
falling by the wayside. Joint family was a
good place to be old or be very young.
Seniors are now looking forward to beat
the insecurity of old age and are now
moving into Pay & Stay homes that offer
them an honorable lifestyle.

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is a prestigious Pay & Stay Home. We invite
healthy and well-to-do elders over sixty to
come and live with us in Safety and Comfort
with integrity and dignity at most economical
rates.

appreciates children who feel gratitude towards

their parents and wish to gift them a very
happy, comfortable and joyful life-style with
us. Thus we help them feel happy and satisfied
towards this social and family obligation. We,
in fact, invite such well-to-do youngsters to
associate with us to do yet more better.

helps youngsters to build their Social Capital

namely the family ties and community
linkages. It is our effort to enhance the morals
of youngsters instead of devaluing it in the
name of modernization.

offers meals of your choice. The kitchen is fully

equipped and a cook is appointed by us.
Provisions (Veg. as well as non-veg) are
planned/ purchased by us as per the menus the
guests wish to have served. We wish no profits
from the Kitchen.

welcomes elders who having completed their

social responsibilities of bringing up beautiful
flowers and now wish to relax, lean, muse and
relish the rest of life.

shares your loss and welcomes elders who are

lonely as their spouses have taken an early
departure to their heavenly abodes.

offers clean excellent accommodation, fully

furnished rooms with bath attached, Kitchen,
Hall, Terrace with a scenic view of soothing
blue Sea and refreshing green Fields.

invites elders to stay with us and avoid those

tiring daily chores of clumsy cleaning and
cooking or maintaining servants or daily tiring
hefty household needs.

Servants work, cook, wash and clean free of

cost. Electricity and Water expenses are born by
us.

have started humbly at Kanathoor, East Coast

Road, opposite MayaJaal. The MayaJaal is a
multicomplex with 10 theaters, food courts,
games, club and a shopping maal.

is endeavoring to be a no-profit/no-loss
organization of highest standard offering
excellence to healthy well-to-do elders in
comfort and in service.

is not an old age home where elders are

passing time and space but an art of living in
complete comfort and a new life-style.

plans to operate a multi-facility, safe & secured

spot befitting the Seniors to live well and
celebrate their rest of wonderful years.

In Addition, on East Coast Road at

, Uthandi,
we offer prestigious, comfortable,
luxurious, fully furnished paying guest
accommodation to young students /
executives at most economical rates.

invites you to visit us and help

befitting activity of providing a
to elders. We look forward to
happy retirement for others and
spread the word.

us create this
new life-style
a useful and
us. Please do

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For first 200 Questions, please open Book 6 - Orals.

Question 201: How long on board do you retain the

following from the last date of entry?
Oil Record Book:
Garbage Record Book:
Official Log Book:
Radio Log:
Security Records:
Hours of Rest Sheets:

3 years.
2 years.
1 year.
1 year.
3 years.
3 years.

Question 202: When do you exchange DOS?

1.
2.
3.
4.
5.
6.
7.
8.
9.

When the ship is on higher level than the port.

When entering a non-contracting port.
When your vessel is operating on level 3.
Ship-to-Ship interface (even if both are at same level), not
required for a ship which could be a part of port facility for
example a water barge.
Following a security incident.
When the level changes while in a port.
When level changes whilst the ship-to-ship interface
exists.
When requested to by a duly authorized government
officer.
When loading, carrying or intending to discharge
Dangerous Goods.

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Question 203: What are D1 and D2 standards in ballast
water convention?
Ballast water convention has been ratified by more than 35% of
world tonnage. It is therefore now an international regulation
and the convention comes into force in 2009. Vessels which
have ballast water capacity less than 1500 M3 are to comply by
their first intermediate or renewal survey in 2009.
D1 standard is already in force if deballasting in US, Brazilian
or Ukrainian waters, where
a. All vessels to have a ballast water management plan.
b. All vessels to record ballast water operations in Ballast
Water Record Book.
c. Ballast exchange to be carried out at least 200 NM from
land and at a depth not less than 200 m.
d. If the above cannot be complied with, then at least 50 NM
from land but at a minimum depth of 200 m.
D2 standard basically specifies that all ships should have a
Ballast Treatment Plant. By 2017 all vessels will have a Ballast
Water Treatment Plant.
Question 204: Define Dwt, Grt, and Net Tonnage?
Deadweight is the Load displacement at summer load line in
Salt Water minus the Light-Ship displacement.
Gross Tonnage is the measure of the overall size of a ship
determined in accordance with the provisions of the
International Convention on Tonnage Measurement 1969.
Net Tonnage is the measure of useful capacity of a ship
determined in accordance with the provisions of the
International Convention on Tonnage Measurement 1969. It is
mostly used for calculation of Ships taxes, toll and dues.

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Question 205: Long Range Identification and Tracking
(LRIT) Regulation?
LRIT regulation applies to following ships engaged on
international voyages:
All passenger ships.
Cargo ships of 300 grt and above.
Mobile offshore drilling units.
o Ships operating in Sea Area A1 fitted with AIS are exempted.
o

Ships operating in Sea Area A2 not fitted with Inmarsat C will be

required to fit LRIT terminal.

LRIT is got to be fitted not later than the first radio survey after 31
December 2008.

The terminal must be capable to transmit following Automatic

Position Report (APR):
The identity of the ship;
The position of the ship, with date & time of the position.

LRIT should comply with following minimum requirements.

Be capable of automatically transmitting APR at 6-hour
intervals to National Data Centre (NDC), a Cooperative Data
Centre (CDC), or a Regional Data Centre (RDC) nominated
by the flag.
Be capable to transmit LRIT information at shorter intervals.
Be supplied with energy from main and emergency source of
power.
Be tested for electromagnetic compatibility.

Flag States will be able to:

Monitor their flaggd vessels all round the world.
Monitor foreign flag vessels 1000 nm from their coastline.

Flag states will not be able to receive about a foreign ship located
within territorial sea of the flag state whose flag the ship is entitled to
fly for e.g. UK will be able to monitor an Indian ship in Dover but not
a French ship in Le Harve harbour.

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o

SEC, SRT and other appropriate safety certificates will reflect the
details of the LRIT terminal.

Question 206: How often are the Seamless Steel

Pressurized Gas Cylinders are to be tested / inspected?
Examples of such cylinders on board are EEBD, SCBA,
Medical Cylinders and all type of extinguishers which have a
gas cylinder inside.
Initially MSC circular specified that such cylinders should be
hydrostatically tested every 5 years.
But now MSC circular 850 recommends that an external
inspection of all such cylinders is carried out annually. A crew
member can undertake it if he has done AFF and has sufficient
experience. Else the required inspections be carried out by
specialist shore based personnel.
EEBDs are very similar to SCBA sets and should be treated as
per SCBA. Similarly Medical oxygen cylinders should also be
treated as per SCBA.
An acetylene cylinder shall fall due for inspection after expiry of
5 years.

Question 207: Bunker convention insurance for bunker

oil?
Ships are required to maintain compulsory insurance against
liability for bunker oil pollution damage.
This requirement does not apply to oil tankers as they already
have a OPIC.
A prestigious accommodation near Indian Maritime University, ECR

Question 208: Explain the difference between ILO 178

and ILO 180?

ILO 178 inspection will generally cover areas such as:

Standards of maintenance and cleanliness of ships
living/working areas.
Minimum age of seafarers.
Articles of agreement.
Food, catering and standards of cleanliness of food &
provisions arrangements.
Crew accommodation arrangements.
Manning, medical examination of seafarers, medical
provision on board, qualifications and training of crew
members.
Hours of work and rest periods and the records kept as per
ILO 180.
Arrangement on board for prevention of occupational
accidents, report and investigation of accidents.
Articles of Agreement, contracts of employment and/or
collective bargaining agreements in place relating to the
terms and conditions of employment on board.
ILO 180 inspections covers only hours of rest for all seafarers,
not just for watchkeepers.
Hours of rest
10 hours per day and 77 hours per week as per UK.

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As per the Convention 14 hours per day & 72 hours
per week.
As per STCW it is 70 hours per week but only for
watchkeepers and ratings assisting them.

Question 209: Master has used outside assistance to extinguish fire to save
the common maritime adventure. Can he claim General Average?

If actions taken by the Master to make prudent and deliberate sacrifice to save
the common adventure, are out of resources within the ship, such as flooding a
hold or to throw cargo overboard or to risk damage to his ship to save the
common Maritime Adventure, it is General Average.
But when the ship is in imminent danger through a marine peril and Master
Has to get outside help to save the entire Maritime Adventure, such as a tow to
make a safe port or to engage Salvage Tugs to extinguish fire which could not
be extinguished by use of ships own resources, it involves SALVAGE.

Question 210: Define Salvage as stated in International Salvage

Convention 1989.

The Convention defines Salvage operation thus,

Any operation / activity undertaken to assist a vessel or any other
property in danger in navigable waters or in any other waters whatsoever.
Service must be rendered voluntarily. However, a person who offers to render
salvage service may chose to do so under an agreement.
Salver must be stranger to the maritime adventure, and not under a duty to
render assistance.

Question 211: How much should be paid as Salvage?

Remuneration is payable out of value of the property salved. Service need not
be totally successful.

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For example, a ship aground, refloated and towed into port, may have suffered
so much damage that she is sold for scrap as CTL. But salvage is payable out
of her scrap value. Award must be less than that value, so that some part of the
fund is left for owners benefit. If it is more the owner can legally abandon the
property in the hands of Salver.

Question 212: When would a Master be justified in accepting services of

salvers and on what basis would he accept?

Danger to the property does not have to be absolute or imminent, but must
be of a kind that a prudent master would not hesitate to accept assistance.
For example, if a vessel losses her only propeller in mid ocean in fine
weather, she is not in immediate danger, but she cannot make port. Onset
of bad weather would leave her at the mercy of elements. And it is rare that
a salver would offer to tow her from mid-ocean to harbor on any other
terms but salvage.
In such a case, a prudent Master would be justified in accepting services of
salvers on LOF basis. He should not delay in obtaining help under LOF
and No cure No pay from an available salver.

Question 213: Can ships crew or a passenger claim the salvage award?

A Salver must be stranger to the maritime adventure, and not under a duty
to render assistance.
Crews have a duty to their vessel without expecting extra reward. A
salvage award is for services rendered voluntarily.
Only in extraordinary circumstances when a person is engaged as a crew
may be entitled to a salvage award. That also, if the terms of his original
engagement have been lawfully terminated. For example, if Master gives
an order to abandon ship with the intention of not returning and few
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members return and render successful salvage service, they will be
considered to have returned as strangers and may claim salvage reward.
A passenger who could have escaped from a vessel in danger, but stayed
voluntarily to assist with salvage work will rank as salver.

Question 214: Is a pilot entitled to Salvage award?

A pilot is entitled to refuse to board a damaged vessel for mere pilotage

dues, if the circumstances would entitle him to salvage. If he did take
charge of a vessel in distress or damaged condition, he would be subject to
salvage remuneration.
To entitle a pilot to salvage award the ship he assists must be in such
distress as to be in danger of being lost. And he has incurred unusual
responsibility or has exercised such unusual responsibility or has exercised
such unusual skill or performed such unusual kind of service as to make it
unfair and unjust that he should be paid otherwise than the salvage reward.
Question 215: When does a master engage salvage assistance? What is
his authority after accepting such assistance?

When a ship suffers a casualty or otherwise is in a position of peril, the master

may seek as a matter of urgency, assistance including salvage assistance.
Engaging salvers do not alter the authority of the master. He remains in command
of the ship despite the presence of a Salvage Master. He should therefore ensure
that he is fully aware of the action taken in rendering of salvage services.
Master always has the over-riding responsibility for safety of his ship, its cargo
and for those on board.
The master however, should co-operate fully with the salvers who are experts in
salvage operations. If in doubt about any of their actions, the master should not
hesitate to challenge the advice given. The salvers must cease his services if
requested to do so by the master.
Important:
1. It is better to on the side of safety and pollution prevention than to delay
action in hope that the situation may improve. It should be assumed that it
would not improve.
2. Assistance should never be delayed merely to negotiate a particular form
of agreement.

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Question 216: If an assisting vessel declines LOF and offers other terms
of contract, what would you do?
If the master feels that the terms offered are unreasonable or extortionate, he
should register a protest immediately or, if he thinks that this may delay the
assistance, on completion of service.
It is emphasized that where life, the ship, its cargo or the marine environment is in
peril, such negotiations should not in any way delay the engagement of salvers.

Question 217: What is a Lloyds Standard Form (LOF)?

Generally, those rendering beneficial assistance to a ship in peril are entitled to

salvage. Under maritime law, there is a right to salvage which exists independent
of contract. If an assisting ship requests the master to agree to a contract for
assistance, Lloyds Standard Form or Salvage Agreement (LOF) is the form
mostly offered and it should be agreed upon to avoid any delay in assistance being
rendered.
LOF provides protection for both parties in the salvage agreement. It provides for
the remuneration to be settled later and incorporates No Cure No Pay principle.

Question 218: Can a master sign more than one LOF?

The engagement of one salver under LOF does not preclude the master from
engaging other salvers.
If more than one salver is involved, every effort should be made to obtain the
agreement of salvers to co-operate with each other and to appoint leading salver.

Question 219: An authority issues instructions to the master that is

dangerous in masters opinion. What must the master do?

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The governments of a country whose interests are threatened have a right to take
action within its territorial waters in respect of a ship that has suffered a maritime
casualty.
The master should comply with the instructions given by the government or the
authority and a full report should be made to the owner or operator.
If any such instructions are, in professional judgment of the master, inadvisable or
dangerous, he should question them, and if appropriate, register a protest to the
government or authority.

Question 220: What kind of records shall you maintain in case of

breakdown or salvage?

Detailed records should be kept of all events associated with an accident or

machinery or equipment breakdown and the salvage services that are rendered.
Such records may be in any form and all contemporary notes; whether on scraps
of paper, in movement / bell books or logbooks should be retained, together with
engine movements, course, rudder angles, depths and any other records.
Corrections to records can be made provided the original entry is struck through
and it remains legible. The correction is initialed by the person making it.
Appropriate entries should be made in the ships deck and engine room logbooks
and the official logbook.

Question 221: What are the Safety management objectives of a

Company?

Safety management objectives of the Company should, inter alia (among other things):
.1 provide for safe practices in ship operation and a safe working environment;
.2 establish safeguards against all identified risks; and

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.3 continuously improve safety management skills of personnel ashore and aboard
ships,
including preparing for emergencies related both to safety and environmental
protection.

Question 222: Risk Assessment becomes mandatory for ALL vessels by

1 July 2010 including bulk carriers and general cargo vessels. Comment.
st

Reference the question 213 answered above, the Safety management

objectives require to identify risks and establish safeguards against these
identified risks. Whereas now w.e.f 1st July 2010, the ISM Code
amendment makes it mandatory to assess the identified risks and establish
the safeguards against such assessed risks.
How does the ship staff assess an identified risk? One formula suggested is
Risk = Consequence x Probability.
A Ship-Management can always persuade a young ever-willing Master to
do, say, a risk assessment of welding on a laden tanker pipeline by
marking the probability of fire and explosion as zero.
Hence RISK (of fire and explosion from welding on a crude pipeline) =
Consequence (Catastrophic) or 10 X Probability (negligible, because the
master himself is supervising) or 0. Assessed Risk thus being zero, ISM
compliance will appear in good order.
For more on safety please visit www.ibsnet.gr
Question 223: Differentiate between a stranded ship, a grounded ship, a
wreck and a derelict.

A stranded ship is one, which has run aground and is likely to stay
aground to actually affect and interrupt the voyage in which she was
engaged.

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A grounded ship is one, which touches bottom for some time but does not
affect the voyage permanently or semi-permanently and commercially. For
example if a ship grounds in a tidal area and is refloated by use of tugs, she
is grounded and not stranded.
Thus, stranding includes grounding but the grounding need not include
stranding.
A Wreck is a vessel, which is permanently grounded and completely
abandoned by owners and master.
A derelict is a vessel, which is permanently damaged and completely
abandoned but is afloat.

Question 224: When do the goods shall contribute with the carrier in
General Average?

In the event of accident, danger, damage or disaster

before or after the commencement of the voyage,
resulting from any cause whatsoever,
whether due to negligence or not,
for which, or for consequences of which, carrier is not responsible,
by statute, contract or otherwise,
the goods shall contribute with the carrier in General Average
towards payment of any sacrifices, losses or expenses of a general average nature
that may be made or incurred in respect of the goods.
Question 225: What do you know about an approved STS Plan?

An oil tanker of 150 grt and above and carrying out STS operations are to
have onboard an STS Operations Plan approved by the Flag State
Administration.
It details how safely to conduct STS Operations.
It is required to be on board not later than the date of the first annual,
intermediate or renewal survey carried out on or after 1 January 2011.
It takes into account the guidelines identified by IMOs Manual on Oil
Pollution Prevention, Ship-to-Ship Transfer guide by ICS and OCIMF.
For details, refer to a new chapter 8 to MARPOL Annex I.
Question 226:

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A question for self-assessment.
1. How frequently is performance monitor test required to be
performed for radar equipment.
2. is there any stipulated guideline or regulation regarding this.

As per OCIMF VIQ 5, Question 4.4:

Quote
Effectiveness of the radar(s) as measured by the performance
monitor(s) should be recorded by the OOW at the end of each watch
whenever the radar(s) are operational to ensure that optimal efficiency is
being maintained. A numeric, percentage, graphical, or other measurement
value should be recorded.
Quote

Question 227: What markings are required to be on accommodation ladder.

An accommodation ladder need to be marked with Max person allowed, SWL

and minimum and maximum inclination angle.
Now for max person allowed it can be more ( say 44 ) as per manual but then
question comes " can u check in 44 person at once"(security reason) answer
"NO" so have to amend same for a more practical no.
Below extract from VIQ "Sec. 5.8
Each accommodation ladder or gangway should be clearly marked at each end
with a plate showing:
the restrictions on the safe operation and loading, including the maximum and
minimum permitted design angles of inclination, design load, maximum load
on bottom end plate, etc. Where the maximum operational load is less than the
design load, it should also be shown on the marking plate.
(MSC.1/Circ.1331/3.5)"
Question 228:
A ship sails out from Yokohama for Long Beach. All equipments are in good
working condition. 2 days later one of the radar stops working. Ships staff tries to
repair, it works for a day and stops working again. 2 days after, the second radar
also stops working.
What should master do?

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The first step would be to increase the look out on bridge to all times ,
both day and night .
2. Instruct duty officers to take compass bearings of all targets and
monitor them closely by tabulating and regular brgs thereafter to determine
if risk of collision exists.
Also can use VHF to contact other vessels and ask range and can plot???
3. Use all other available equipments like AIS to determine target CPA and
use GPS / Visual brgs / Loran (if available) for Posn determination.
4. Ensure to brief the whole bridge team on daily passage and expected
traffic and visual aids to navigation available if any (while approaching).
5. Inform company and ask them to ask manufacturers giving full details of
the problems faced if any one of the radar can be made operational.
6. Inform the arrival port authorities if radars not functional even till
arrival and correspond to have service tech available on arrival.
7. Inform VTS and all other traffic regulatory services of own vessels
defect and ask to promulgate information if required to other vessels.
8. Prior approaching or entering known traffic density area ensure vessel on
maneuvering speed and ensure max clearances from all targets.
9. Safely reach outer anchorage and drop anchor and await service prior
entry into port.
10. After all this in all probabilities you will have the USCG also boarding
on arrival.. Hence prepare for them also.
Question 219: What are Manila amendments to the STCW regarding
New Sleep and Alcohol consumption rules, their recording and monitoring.

NEW SLEEP and alcohol consumption rules will be stringently enforced by

Port State Controls worldwide as of 1 January 2012.
The minimum rest hour requirements are likely to be vigorously enforced by
Port State Control Officers, who will have the authority to check that ships
maintain accurate records for required minimum rest.
Seafarers must have at least 10 hours rest in any 24-hour period under the rules,
which added that the regulations aim to reduce the abuse of drugs and alcohol as
well as dangerous fatigue.

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The regulations are part of the Manila amendments to the Standards of Training,
Certification & Watchkeeping.
Mariners on duty would need to keep a blood-alcohol level of no more than
0.05%, or 0.25mg/litre of alcohol in the breath though individual flag states
may choose to apply stricter limits, which emphasised: It is particularly
important that companies comply with the new IMO rest hour requirements and
record and monitor seafarers rest periods. Seafarers must also confirm that their
hours are accurately recorded.

Question 220:

Shiv's post prompted me to take a closer look at what the words 'Competence' and
'Fatigue' mean in the context of seafarers / seafaring.
The STCW defines 'Standards of Competence'.
QUOTE
======
It means the level of proficiency to be achieved for the proper performance of
functions on board ship in accordance with the internationally agreed criteria set forth
herein and incorporating prescribed standards or levels of knowledge, understanding
and demonstrated skill.
UNQUOTE
========
As per MSC/circ.1014 - Guidelines on Fatigue Mitigation amd Management,
QUOTE
======
'Fatigue' can be defined in many ways. However, it is generally described as a state of
feeling tired, weary or sleepy that results from prolonged mental ot physical work,
extended periods of anxiety, exposure to harsh environments, or loss of sleep. The
results of fatigue is impaired performance and diminished alertness

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UNQUOTE
=========
I may also add that Fatigue factors are classed into four main groups:
a) Management ashore and aboard ship, and responsibilities of Administrations
b) Ship-specific factors
c) Crew - specific factors
d) External environmental factors
'Crew competence and quality' is only one among the 4 Crew-specific factors

Question 221:

It must be noted that we had less problems with the

boxes of frozen meat, which must be kept at least to
-18 degree, than with those of kiwis or other fruits
that should stay in a small temperature windox of a
few degrees above zero. This because the meat
could be brought down to -22, and stopped for a
while, while the fruits must be run permanently.

Question 222:

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