船长是船上最重要的职位，也是各方面要求最高的职位。船东在面试船员时对船长的考核最认真，最浪费时间，也是最复杂的。作为一名合格的船长，不但要求有丰富的海上工作经历、娴熟的船舶驾驶经验技术，更要有很好的商务操作能力、领导管理能力、极佳的个人人品、强大的人格魅力和感召力。提问船长的问题涉及到国际安全管理规则、安全管理体系、船长资历、船舶管理、各种具体商务和技术问题等等。
下面收集了一部分面试试题，供广大面试船长参考。其中的部分问题，不但船长必备，其他干部船员，尤其是大副也必须看，轮机长也应该参考一下。
1. Can you tell me about your education background?
Please refer to an Master’s self-introduction in Part One of this book.
实事求是，最好告诉人家在某个学校学了多长时间，最好也要告诉人家你接受某些社会培训的情况，谦虚好学毕竟是一个美德嘛。
2.What is a classification society? What is the purpose of classification survey? Please list some famous classification societies in the world.
A classification society is usually an independent organization that carries out classification surveys, statutory surveys([船舶]法定检验.[ˈstætjutəri]), surveys related to notaries matters for ships, offshore installations, marine freight containers, materials and marine equipment. It also provides safety management certification services to shipping companies and their ships. The purpose of classification survey is to evaluate the situation of a ship and the management of a company and its ship.
Some of the famous classification societies are: NK(Japanese 日本海事协会), CCS(Chinese classification society), ABS(American), DNV(Norwegian), LR(British Lloyd 英国劳氏), GL(German Lloyd 德国劳氏), KR(Korean), RINA(意大利船级社)。
3.Can you talk about the previous vessels worked on board?
Please refer to an master’s self-introduction in Part One of this book.
实事求是，若没有做过，千万不要伪造。并且服务簿、书面简历以及你口头介绍的资历的内容一定要一致，特别是时间、船型、航区、吨位、船员情况、外派公司、船东及租船公司情况，因为你是船长，应该对自己管理的船有非常深的印象。
4.What type of cargo was carried on board your last vessel?
曾经在什么船上工作过，运过什么货物也是船东非常关心的问题，因为船东在考虑把他的一条船交给你时，对你是运过某种他们的船舶载的货物非常关键。因为你只有运过某种货物，才对这种货物的特性、装卸时需要注意的事项、运输中需要注意的事项有所了解和经验。其实，你如果运过某些货物，你也应该说出来。
下面提供几种货物的名称，供参考：
Bulk cargo: cement, cement clicker, nickel, ore, iron, sand, phosphorus rock, potash in bulk, salt, grain, pet coke, coal etc. Urea fertilizer, lime
General cargo: vehicle, loader, wagon, heavy lifts, over-length cargo, mine equipment, steel construction material.
Other: log, plywood, container, and so on.
5.Where was your last vessel’s trading area? Which ports have you called?
I have rich experience in calling the ports in the US, some developing countries and in the passage through the Suez Canal, Panama Canal, and Denver Strait, and Denmark Strait. Nagoya; Oita;Tobata;Osaka;mu;Dampier;Walcoot;Gladstone;Haypoint;Merkey;Hedland
Some useful expressions for trading areas: 全球航线ocean-going, world widely, globally, worldwide; 固定航线 fixed route.
6.Can you tell me the differences between the Chinese stateowned shipping companies and foreign shipping companies?
Basically, in my opinion, there are not big differences at all. It seems to me that foreign owners are more concerned about the master’s overriding authority on board while the Chinese shipping companies tend to ask their local agents to do more for the vessel. Another major difference between them is that the Safety Management System of the Chinese companies is in Chinese and the working language on board is Chinese. What’s more, most of the Chinese owners use the CCS for classification while foreign owners may use different classification societies.
各个国家的船公司都有自己的特点和特色。至于您如何回答这个问题并不重要，关键是不要妄自菲薄；试想一下，如果中国的船东一无是处的话，我们中国船员的素质又会如何。
7.In case of cargo damage, for example, before the vessel arrives at the discharging port, you find the quality of the surface cargo has changed, how would you handle it?
I have to look into the reason and volume of the damage first, and then I’ll contact the owner for instruction. In the event of small quantity of grain, I shall just throw it into the sea to avoid disputes. Or I will follow the owner’s instruction to contact it’s the P & I correspondent or local agent for their advice.
If necessary, I’ll prepare a Sea Protest to claim that the ship owner and the crew have exercised their due diligence.
关于货损方面的处理程序，各个公司都有相关的操作和程序文件，上面只是一般的处理原则。
8.How do you understand the Master’s overriding authority under emergency situations?
If the situation and time permit, the Master should always report to the company first before taken actions. However, when the ship is in immediate danger, the Master shall exercise his overriding authority and take whatever actions necessary in dealing with an emergency situation in order to protect the safety of the seafarers, the cargo, the vessel, the port and the environment without considering too much the demands of the ship owner and the charterer. Nevertheless, the Master should report to the company in detail what has happened after the event.
9.Can you tell me about your experience as a Captain?
Hints: Your experience may include such things as the duration you have worked as a Captain, the places or ports you have ever been to, the types of vessels you have ever served, the types of cargo you have ever experienced, the types of trip you have ever experienced, the management styles on the vessels, and so on.
Please also refer to chapter one for more detailed answers.
10.What is the Master’s Standing Order?
It is basically the Master’s own set of instructions and orders for the vessel’s operation. The contents may include the watch-keeping duties for the officers, when to ask for order from the master, the port entry procedure, and how to deal with emergency situations like oil pollution, fire disaster, collision, grounding, as well as when to call the master to the bridge, and so on. For special vessels (tanker, LPG or car carriers, etc.) the standing orders may have some more contents.
The Standing Order is normally found on the first pages of Deck Log Book and in the Bridge Order Book. Besides, some warnings shall be prominently[ˈprɔminəntli] 显著地
posted on the bridge and read and signed by all duty officers.
11.How do you understand the importance of keeping good and harmonious relationship with the Chief Engineer and other Officers and Engineers?
Without harmonious relationship with the Chief Engineer and the other officers and engineers, the Master cannot manage the ship well. But how can the Master achieve it?
First of all, the Master must have close contact with the department heads because the daily management is delegated .[ˈdeliɡit] 委托 to them although the Master himself is responsible for the overall safety and personnel management.
Secondly, the Master himself must know his job well and know when to do what and how.
Thirdly, the Master should be very strict in himself in discipline and behavior.
Fourthly, he should be fair in job assignment, pay distribution and other daily management. But if someone on board breaks the Master’s order or the rules on purpose, the Master will have to penalize [ˈpi:nəlaiz] 惩罚 the offender and can consider firing him according to the procedure of the ship owner.
这是一个考验船长管理能力的问题，可能不同船长有不同的管理经验和办法，但是船东希望船长在这方面有较好的办法。有些船长在回答这类问题时，会不假思索地说：“I will dismiss those who do not listen to me”。我们这样的和船长未免太霸道了。上述答案只是笔者个人见解，谨供参考。
12.Did you have the experience of working with foreign crews?
Yes, I have worked on four ships of mixed crew from China, China Taiwan, Philippine, Vietnam, Russia, South Korea, Japan, Burma and Ukraine.
实事求是。但是，外派资历是外国船东很看中的事，如果你有很好的外派资历，可千万不要错过让船东知道的机会。
13.How do you differentiate the Chinese crews and the Philippine crews? Or how do you like the Philippine (Korean, Vietnamese, Indian, Burmese, Ukrainian, Russian, British etc.) seamen?
I had the experience of working with the Filipino crew. The Filipinos are mostly very professional and obedient. Sometimes they are also demanding in terms of wages. As a whole, they are very nice seafarers.
在回答这类问题时，切忌把其他国家的海员说得一无是处，如果你认为人家什么都不是的话，那么很难想象你在未来的工作中能和人家配合发。何况，不论哪个国家、哪个文化的人都有好人和坏人。要尽量说出人家的长处。船员队伍本来就很国际化，在一个类似“联合国”的工作团队里，能和不同国籍的、不同文化的、不同性格的人相处，显得十分重要。
14.Can you tell me about the companies you have worked for? What are the differences among these companies?
The company I have worked for the past ten years is a state-owned company. It is a good company. But the management of the company is, in some ways, different from foreign shipowners companies.
实事求是。同样，也不希望你过多地贬低你曾经工作过的公司，因为既然你憎恨所有原来的公司，你也可能会憎恨你即将服务的新公司。而事情往往是，在船东认为，公司和船东发生冲突时，并不见得你公司的问题，也许是你本人就不适合在原来的公司工作。
15.How is a passage/voyage plan made on board ships? What materials do you need to refer to when you make such plans?
Usually, a passage plan should be made before a new voyage starts. The Master should give the Second Officer the sailing instructions and his intentions on the sailing routes and before the Second Officer prepares the draft plan. Then the Master is supposed to check it very carefully. If something wrong is found in the passage plan, the Master should ask the Second Officer to correct it immediately. If nothing is wrong about the draft, the plan shall be ratified and implemented.
When the Second Officer is making the draft plan, the Master should help provide some important information sources for the Second Officer, such as the port entry guidance, the sailing directions, lists of lights, tidal stream tables, deep draught vessel planning guide, the IMO ship route guidance, government and port authority’s regulations, pilot charts, notice to mariner, weather information, and the voyage plan and so on.
The Master should ensure that the plan covers “berth to berth” area in the passage. And the Master should help the Second Officer to select the best sailing route that will save fuel and time, and avoid bad weather conditions.
16.Can you describe the preparation procedures before entering the US ports?
First, I must check all the certificates for the vessel and the seamen to make sure all the necessary certificates are available to deal with the customs clearances, the sanitary checks and other port checks. In addition, I must prepare such publications as currently corrected navigational charts, US costal pilot guide, light list book, light list book, tide tables, US inland rules of navigation, and recent notice to mariners.
Forty-eight hours prior to entry to a US port, I shall conduct the following emergency steering drills and log them into the record books: operation of the main steering gear from steering compartment, communication between bridge and steering compartment, and alternative power supply. I shall also inform the Qualified Individual of my arrival.
Twenty-four hours before arrival in a US port, I shall notify the USCG of my ship’s arrival.
Twelve hours prior to arrival in a US port, the following equipment shall be tested and recorded in the log book: primary and second steering gear, internal control communications and alarms, standing-by emergency generator, and main propulsion machinery.
Drills are also the priorities of my preparatory work. Usually, the port authority of the US pays special attention to the drills. So boat drills, fire-fighting drills and other drills must be carried out before entering into any US port.
Sanitary situation of my ship is another consideration. Proper disposal of garbage on cy ship and anti-pollution devices examination are very important.
All in all, much more care should be taken before entry into any US port than in the ports in other countries.
美国是世界上海事立法最多，也是港口检查最严格的国家之一，熟悉美国有关海事立法和港口国检查要求对一名船长来说非常重要，这也是船东特别关注的问题。
17.Did you encounter any problems during PSC inspections in the US ports?
No, I have never met any big problems because I always made good preparation before my vessel called at the US port. Each time I was able to go through the PSC inspections smoothly.
Or you can say:
Yes, I once had a problem during PSC inspection in a US port. The ARPA couldn’t be activated since the power supply was out of work. The USCG only allowed us a few hours to repair it. To their satisfaction, the ARPA was back to normal after only one hour. Luckily we didn’t have any fine imposed on us. I understand from this experience that good preparations in advance are very important. Even if there is a problem, I will ask my crew to rectify it in the least possible time.
18.How should the pre-departure seminar be conducted in the port?
According to my experience, a safety meeting shall be held prior to departure and some of the important issues like the un-berthing operation (including the deck and engine room), cargo & hull lashing check, stowaway check, cooperation with the pilot and other engineering (technical) matters should be discussed at the meeting.
19.Why should the Master always be aware of the actions being taken by the pilot?
Well, it’s because the presence of the pilot on the bridge does not relieve the Master from taking any measures necessary to assure the safety of the ship and marine environment. If he finds that the pilot’s orders are doubtful, the Master has to clarify the orders immediately. When necessary, the Master shall command the ship’s navigation himself.
引航员在船引航时并没有解除船长和船员对于船舶安全的责任是ISM体系特别强调的一点，船长应该熟知并让每位船员熟知。
20.What should the Mater do if he is unsure about his legal standing in a foreign country or a strange port?
He must contact the company at once for advice. He should also, if necessary, consult the local correspondent of the owner’s P & I and the local agent of the ship who can provide advice and assistance.
绝大多数船东希望远在海上的船员能及时和船东沟通，并把一些解决不了或不是很明白的问题及时向他们报告。当然，和船东公司在各个国家和港口代理的沟通也十分重要。
21.What should the Master do if the figures of the loaded quantity are abnormally different from those on the bills of lading?
The Master should report the case to the ship owner as soon as possible. At the discretion of the company, the Master should prepare and send a Latter of Protect to the notary surveyor or terminal/port authority under the instruction of the ship owner. In such case, the Master should also require further measurements and calculations and calculations to be made.
22.What contents are shown on the Bill of Lading if the ship is loaded with bulk cargo?
Usually, the following items are shown on the Bill of Lading (B/L): measure, quality, quantity, condition, contents and valve unknown etc.. Different companies may have different formats for their respective B/L. A B/L consists of three original copies that have the same legal validity. The first copy the consignee shows will deny the validity of the validity of the other two copies.
23.Do you know the insurance coverage provided by a P & I Club?
A P&I Club is a non-profit association of ship owners that provides mutual insurance against maritime risks. It covers the risks that are not covered by the Hull Insurer, such as personnel illness and injury, cargo damage, collision with another vessel, stowaways and refugees, damage to fixed or floating objects, pollution and so on.
24.Could you explain what the SOLAS 74 and MARPOL 73/78 are? What is the relation between SOLAS 74 and ISM Code?
SOLAS is the International Convention for the Safety of Life at Sea. It is the most important international convention on the safety of life at sea made and passed by IMO. The ISM Code is listed as Chapter 9of the SOLAS 74. It is to ensure safety of the ship, the seamen, the port and the cargo, as well as the marine environment.
MARPOL 73/78 is the International Convention on the Prevention of Marine Pollution. This is the most important international convention on the protection of marine environment.
几个国际公约的名称，特别是全称应该了如指掌。对公约主要条款更应该知道。现在，ISM CODE因列为SOLAS公约第9章而变成强制性执行的公约，对ISM CODE的目的、主要内容尤其要有比较深入的了解。
25.Prior to a ship’s departure, what tests should be made and logged in the Ship’s Log Book?
Some of the key test to be done before sailing:
a) Steering gear test
b) Ship’s clocks and engine telegraph tests and harmonization
c) Interval, external and portable communication equipment test
d) The whistle and navigational lights tests
e) Relevant electronic position-fixing equipment (ARPA, RADAR, GMDSS) test
f) Any other tests that the Master thinks necessary
26.How often at least should the Emergency Steering Drill be held?
It should be held at least every three months. But actually, the more often the drill is done, the better.
But before entering into some ports, for example, in the US where PSC inspections are very strict, it is very important to have drills prior to entry.
27.How do you maintain the minimum under keel clearance (MUKC) when the vessel is during passage, in fairways and inside ports?
During the passage, the MUKC should be at least more than 20% of load draft; in fairway, 10% of load draft; inside the ports, 10% of load draft, or as regulated by port authority.
富余水深的多少因不同的船、不同的港口、不同的航区的规定而异，但是，为了确保航行安全，船长应在心中有大致数字。
28.What are the Master’s responsibilities on garbage disposal?
The Master shall ensure that the posters with a summary of regulations on garbage disposal at sea is clearly displayed in the ship’s galley, on the information boards and in any other places where garbage is collected prior to disposal. The Master shall discuss the subject of shipboard garbage management with the crew at safety meetings. The Master shall check the garbage disposal situation on board thoroughly from time to time. The Master shall also nominate a specific person in charge of the garbage disposal.
29.Can you describe the garbage disposal procedures on board your last vessel? How did you classify the garbage on board?
Four steps should be followed: collection, processing (separation), storage, and disposal.
The garbage can be divided into three kinds:
Plastics and plastic mixed with other materials
Food and accommodation waste
Other garbage that can not be disposed in the sea, e.g. , plastic and plastic materials.
垃圾的处理涉及到防污染问题。各个公司的ISM手册对于垃圾的处理都规定了非常严格的程序。垃圾当然也有明确的分类，如有的公司要求把垃圾分成三类、有的分成四类、有的分成六类等。船东主要看备选船员在防污染方面是否重视。因为一旦给某些港口造成污染，船东是会受到重罚的。
30.What are sensitive cargoes as defined by the P & I Club?
The cargoes that are particularly susceptible to moisture for sensitive cargoes. Special attention is required for sensitive cargoes. The P&I Club defines the following cargoes as sensitive cargoes: cement , grain, and sugar and so on.
31.Before the commencement of each voyage, which parts of the vessel should be checked?
Cargo holds, hatch coves, ventilation system, tank-top, hold lighting, fire fighting and detector appliances, bilge ,sounding pipes, air pipes, cargo gears (hooks, grabs, slings, wires) and the relevant machinery should be checked carefully in order to ensure seaworthiness of the vessel. After the checks, the checklists shall be filled or records shall be kept.
32.Please explain the meaning of “SOPEP”? What contents should be included in the SOPEP?
SOPEP means Shipping Oil Pollution Emergency Plan and it should contain the following:
(1) Procedures to be followed by the Master or other persons in charge of the ship to report and oil pollution incident.
(2) Authority or persons to be contacted in the event of oil pollution.
(3) Detailed description of actions to be taken immediately by persons on board to reduce or control the discharge of oil following incident.
(4) List of oil spill response equipment and materials to be maintained on board. (Removers, sprayer, oil absorbent, saw dust, sand, waste rags, scoop, shovels, buckets, bamboo brooms, portable pump, protective clothing, portable containers).
Simply speaking, SOPEP should include such things as the emergency contacts (telephone and other means of communication, address, etc.), the equipment used in dealing with oil pollution, the muster list in the oil pollution, and the report procedure when the accident happens, etc.
33.What preparations should you make before entry into a port?
(1)To gather the necessary information on the state and destination port authority requirements related to pilotage, berthing, customs clearance and port quarantine inspection, etc.
(2)To make sure of an orderly slow-down of the main engine, and ask the duty officer to give ETA and the time the ship is expected to be on maneuvering speed to the duty engineer.
(3)The main engine is to be tested in the astern mode and the Master should know that in some countries (e.g., in US), before entry into port, entire test of the navigational equipment and main engine is required.
(4)To ask the duty officers to ensure that the right flags, signals, or lights are shown.
(5)To facilitate the machinery maintenance, the Master should give the C/E an indication of ETB and ETD immediately after the arrival at an anchorage or berth.
34.What should a Muster List include? What kinds of Muster List did you have on the last vessel?
A Muster List should include the following points:
(1) Details of emergency alarm signal
(2) How abandon ship order will be given
(3) Substitutes for the key personnel who may become disabled
(4) The boat to which each person belongs and duties to be performed in an abandon ship situation
(5) The specific group to which a person belongs and general duties during various emergencies
(6) Any additional or specific duties
(7) Specific assembly point of each group
The Muster Lists must be ready before a ship sails.
We had the following Muster Lists on board the last vessel; General emergency, fire fighting, fire in the engine, emergency steering, abandon-ship, man overboard, oil pollution station.
35.When your ship is involved in an oil pollution incident, whom do you report it to?
According to the ISM Code and MARPOL, the incident should be immediately reported to the nearest coastal State, and the ship owner without any delay. A report should also be submitted to the flag state.
36.Do you allow cargo discharge without being shown the B/L?
Definitely no. The B/L is the legal evidence of the cargo’s owner ship. However, the cargo can be discharged if the consignee shows a Letter of Indemnity approved by the ship owner confirming the authenticity of the documents.
37.How do you understand shipboard training?
It is a very important thing on board. Routine training on safety of the vessel, the cargo, and the seamen should be carried out periodically. Training to new joiners is also important. They should be briefed on emergency procedures, anti-pollution, safety equipment familiarization, ship operational training and working kills.
38.How can you maintain a balance of interests between the ship-owner and the charterer?
Well, this is a difficult question. My opinion is that the owner’s interests should always be prioritized. But you know, sometimes the Master is under heavy pressure from both the owner and charterer. My experience is that the charterer’s interests should be taken good care of without hurting the interests of the owner and the crew.
船长可以根据自身的经验和体会来组织这个问题的答案。但一般而言，船东希望既能和租船公司建立良好的关系，又能维护船东的利益。因为船长拿的是船东的工资，但船东拿的是客户（租家）的钱。
39.What do you know about the internal and external audit? During the internal audit, how will you cooperate with the auditors?
Usually, the internal audit is carried out once or twice a year in accordance with the owner’s SMS manuals. It is under the charge of the Designated Person (DP), or at the discretion of the DP.
After receiving audit notice from the company, the Master should hold a pre-audit meeting with the officers and engineers after receiving the audit notice. The Master should make sure that the best cooperation is provided to the auditors of the company and the documents to be audited are well prepared.
The external audit is carried out by the professional auditors from the Class. If major non-conformities, non-conformities and observations are found either in the internal or external audit, the ship should make rectification in the stipulated time.
40.Can you briefly describe the hand-over procedure between the outgoing Master and the relieving Master?
Usually, the handover procedure is as follows:
First, the outgoing Master should prepare a handover report as per the company’s handover procedure and checklist.
Second, the outgoing Master should prepare a handover memo to be attached to the report.
The following should be the highlights in the handover procedure:
Documentation, communication (the means to contact all related persons and companies), bridge equipment, stores and accounts, personnel, ship maintenance and conditions etc. Besides, it is also very important to give the relieving Master a clear idea of the personal, the local agent, the port and some other information that are not written in the checklist. Try to fill in all the check lists at the presence of both Masters.
41.What is the relationship between the Master and the Chief Engineer? Or what kind of relation should the Master and the Chief Engineer have?
The Master is the No. 1 leader of the ship, responsible for the whole vessel and the Chief Engineer is one subordinate of the Master. The Chief Engineer is full charge of the engine department. The Master gives the Chief Engineer full power to manage his department. In the meantime, it is also important for the Master to offer support and help to the Chief Engineer in his implementation of duties. Anyway, smooth cooperation and harmonious relationship between the Master and the Chief Engineer is very important to the safe operation of the vessel.
船长和轮机长的融洽的关系非常重要，但船长对船舶安全的绝对权威不能有任何折扣。船东希望船长既能和轮机长处好关系，又能够树立的管理权威。
42.What should the ship’s Night Orders include? How often do you prepare the Night Orders? Do well-prepared Night Orders mean you can have a good sleep?
The ship’s Night Orders should include such information as sailing courses, anti-collision warning, some precautions, watch keeping point, dangerous cargo orders, sailing warning in special areas etc. the Master should prepare a Night Order every night before he goes to sleep.
Even I have well prepared night orders, I shall still be on high alert when the vessel is sailing in some dangerous areas (i.e. areas with low visibility, some narrow straits, along the seacoast and the pending arrival at the port, etc.)
这是一个船东非常关心的问题，因为这涉及到船舶的行驶安全，船长必须能熟练说出。
43.When new crews come on board, what training will you offer to them?
First, I will get them familiar with the whole vessel, including the equipment, the personnel and documents. Second, I will ask them to get familiar with their respective duties. Third, I will get them trained on the safe operation and emergency procedures and so on.
新上船员的培训既要符合国际规则的要求，也要符合公司体系文件的要求。此外，船长也要根据情况安排相应的培训内容。
44.What are the three grades of bulk carriers according to their size?
Generally, they are classified into three types: Handy size, Panamax size and Cape size. The Handy size bulker is less than 60,000 tons in deadweight tonnage. The Panamax size bulker is between 60,000 to 70,000 tons, usually carrying usual cargoes such as coal, Bauxite (铝土矿), Borax (硼砂), Cement, Grain, Tapioka, Copra (椰子肉)，pellet, Lime Stone and so on. The Cape size is more than 80.000 in deadweight tonnage, and 106 feet in breadth, and the cargo usually carried by this type of a bulker are iron ore, pellet, and Coal.
45.How do you know that the sea chart is up-to-date? How do you get the latest Notice to Mariner?
I need to check the charts correction log and the charts concerned to make sure the chart is updated.
Normally the company sends the Notice to Mariner periodically and automatically to the ship. I will send a requisition to the company if the Notice to Mariner is not being received.
46.What is the DCPA during passage, in fairways, in the strait, and inside ports?
At sea, the closest point of approach (DCPA) is two miles; in the strait, the shortest distance between the two ships is the new course distance. The safe anti-collision clearance between two vessels also depends on such factors as weather condition, the sizes of the two vessels and so on.
47.How do you treat the engine bilge water?
The engine bilge water can by no means be pumped out into the sea directly. If it has to be pumped out, it must be properly treated through the oily water separator.
If there is too much engine bilge water, the Chief Engineer will report it to me. I will then ask for instructions from the owner. With the owner’s approval and confirmation, the bilge water may be transferred into the fuel oil tank or ask for shore assistance.
48.Do you know something about the ILO? What is ILO 147? Do you have any experience with ITF? What is your policy in dealing with them and what is your company’s policy in dealing with them?
The ILO is the International Labour Organization and the ITF is the International Federation for Transport Workers.
ILO Convention 147 is The Merchant Shipping (Minimum Standards) Convention, 1976 (No. 147) (and its Protocol of 1996). This rule is made by the International Labor Organization Conference. In this Convention, the minimum internationally acceptable labor standards for seamen in merchant ships are stipulated. Convention No. 147 requires the flag State to adopt minimum standards relating to safety, social security, and shipboard conditions of employment and living arrangements to be observed in merchant shipping registered under any flag.
It is very important to tell the seamen not to approach the ITF personnel actively. The Master should instruct his crew to answer the questions in accordance with the ship owner’s and the manning agent’s instructions if the ITF inspectors approach the vessel and talk with the crew. The Master himself should know very well the company’s policy in dealing with the ITF. Anyway, the Master and his crew should deal with them very cautiously so as to avoid any possible disputes for the ship owner. As a employee of the shipowner and the manning agent.
ILO和ITF是涉及到船员利益的两个国际组织，船长应对此有粗略的了解。
49.What should bridge orders include? What are the contents of the standing order and what are night orders?
Bridge order includes Standing Order and Night Order.
The master shall include the following contents in the standing order:
Master’s requirements for the conduct of watch keeping personnel
(1)Define the master’s requirements on the duties of officers on watch
(2)Define the master’s requirements for the actions in case of emergency situations
(3)Procedures at times of reduced visibility
(4)Special requirements with regards to the ship and its trade
The master shall regularly enter into the Bridge Order Book-no matter at sea or at anchor. The entry in the Bridge Order Book shall include the instructions on the safe navigation at the time when the master intends to take rest, as well as any other necessary instructions. This shall include:
(1)A brief description of the navigational plan with details of the courses to be followed and charts to be used
(2)Points which require special consideration (strong currents, cross traffic etc.)
(3)The time and position when the master is to be called to the bridge
(4)The position where the ship has to report to traffic or port control
(5)The position where the notice has to be given to engine room (one hour notice, stand by engine etc.)
(6)Details of any other activities during the night period (tank cleaning, gas freeing, watch on IG pressure, repair work, launch calls, etc).
The master shall finish his night order before he is going to take sleep.
50.Normally, what ranks cannot be relieved for vacation together?
Considering the operation and safety of the vessel, normally the following ranks cannot be relieved together: The Master and the Chief Officer. The Chief Engineer and the First Engineer.
The Chief Officer should complete the handover procedure after completion of cargo operation and related documentation unless he is relieved on some other occasions where is no cargo operation. Besides, senior engineers should not hand over their duties before or when any major repair or maintenance work is underway.
The relieved engineers or officers should prepare handover notes to the relieving personnel. Copies of the Master and Chief Engineer’s handover notes should be sent to the company for filing. The Chief Engineer’s handover notes should be verified and signed by the Master.
51.What ranks should not be allowed to have shore leave at the same time?
In view of the jobs on board, the following positions and ranks can not be allowed to have shore leave at the same time: the Master and the Chief Officer; the Chief Engineer and First Engineer; the Chief Engineer and Electrician; the Bosun and Pumpman (in tankers); the Chief Cook and Second Cook (or mess boy); The Chief Officer and Pumpman (in tankers).
Any crew who wants to have shore leave must check the department head for permission and return to the vessel on time.
52.What is the maximum blood alcohol concentration (BAC) rate for crew on board?
According to the STCW95, the BAC shall not be more than 0.08% by weight any time when being tested, but the CFR (Code of Federal Regulations) requires the BAC to be no more than 0.04%. Watch-keeper are not allowed to drink any alcoholic beverage 4 hours before their watch.
公司的毒品和酒精管理政策是根据有关国际公约的规定制定的，船长应该熟知。
53.Under heavy weather conditions, what preparations should you make before sailing?
During heavy weather conditions, the Master should make the following preparations:
(1)If possible, select a route that can avoid the heavy weather area
(2)Inform the crew of the predicted heavy weather and issue a warning. Make sure that the warning is known to all crew on board
(3)Instruct the Chief Officer to check the hull strength based on stowage calculation, cargo loading and stability documents. If the ship is not carrying cargo, the Master shall ballast the ship to increase the draught and take action to prevent propeller racing, reduce oscillations and slamming of the ship
(4)Make sure the following holes are closed: hatches, cargo hold, bosun’s store, manhole, accesses to accommodation spaces and steering gear room, tank air pipes, sounding caps, all water-tight doors and water-tight opening on the ship
(5)Ensure that the Chief Officer adopts measures to prevent movement of cargo and other objects on various parts of the ship
(6)Ensure that cargo gears such as derricks, cranes and life boat are securely lashed
(7)Ensure that the Chief Officer checks the conditions of the stowage of anchors and anchor chains
(8)Keep critical checklists on the bridge for reference
54.If the ship is sailing in the heavy weather conditions, what should the Master pay attention to?
If the vessel is navigating in heavy weather, the Master should pay attention to the following
(1)Adopt measures to prevent slamming and pounding of the ship, considering the frequency of encounters with swells and change speed or course, if necessary
(2)The watch keeping officer shall change over to parallel operation of the steering gear, if possible
(3)If possible, change the auto pilot to “rough sea mode” or change over to manual mode
(4)The Master shall frequently check the weather and sea conditions, observe closely future changes and judge if there is a problem with the present sailing course and speed
(5)Report the weather conditions to the nearest port authority and the ships in the vicinity of the bad weather area and ask them to be careful on the warning
(6)The master shall check the abnormalities whenever he thinks it possible to make the ship in good condition.
55.After the heavy weather is over, what checks should be made?
After the heavy weather, the following should be checked:
The hull, the deck machinery and pipes, hatch covers, the cargoes in the holds, and the sounding of all tanks. If something wrong is found, the Master should report is to the company as soon as possible. Of course, the Master should solve some small problems with the crew.
56.If the stevedores damage the crane or derrick on board, what should you do?
Usually, I shall report the damage to the charterers and/or owners immediately. In the meantime, I shall prepare the Stevedore Damage Report and get it signed by the foreman or the stevedoring company. If they refuse to sign the Report or repair the damage, I shall send a Letter of Protest to all parties concerned. Anyway, I shall not leave the port until the damage is settled properly.
57.Why is it very important to get rid of the outdated SMS documents on board?
It is very important to maintain an updated catalogue of the SMS documents on board. Those out-of-date files have to be marked and kept away. The mixture of the old and new documents on board can easily cause confusion after a period of time and this may ultimately result in some problems for the vessel. Besides, the mixture and confusion of different versions of documents are considered to be a nonconformities or deficiencies by the auditors.
58.What elements or factors should you consider when anchoring in deep water?
Anchoring in deep water means dropping anchors in water more than 50 meters deep.
Before going to an anchorage, I must make sure that the windlass and brake are in good order. I will study the weather conditions, sea and local current, tides, water depth, bottom condition etc. I also need to find good holding ground and enough room for swing.
Before anchoring, I need to (1) discuss with the Chief Officer the anchoring procedure, including which anchor and how many shackles to be used. (2) make sure of the water depth and ship’s position.
During anchoring, I will have to (1) Make sure the ship has come to a complete stop. (2) Lower the anchor into water until it touches the ground. (3) Disengage and slack the chain cable until the expected length is paid out. I will use the main engine movement to stretch the cable only but have to make sure not to use excessive weight.
这是一个船东很关心的问题。主要看船长和大副是否掌握这方面的经验。
59.How do you implement the SMS on board?
I shall instruct the crew to study and fully understand the company SMS manuals. The crew will sign on the signature cards after they have studied the manuals. I shall prepare some important procedures and have warning posted in the deck or engine department. I shall also organize systematic training on the manuals. Moreover, I will instruct the crew to follow the procedures in practice.
这是一个外审或港口检查时常问到的一个问题。
60.What are the minimum rest hours every day for a seaman on board?
According to the STCW 78/95, the minimum rest hour for a seaman is 10 hours every 24 hours.
61.How should you deal with the garbage on board on board the ship?
MARPOL 73/78 provides for detailed regulations on garbage disposal. Usually, any shipping company should have its own Garbage Management Plan in its ISM documents. Usually, the Chief Engineer or the Chief Officer is the designated person in charge of carrying out the garbage disposal, but all crew on broad should follow the garbage management plan.
Garbage is disposed in fore steps, i.e. collection, separation, processing and disposal. The Chief Engineer or the Chief Officer should make clear records in the Garbage Record Book. The Master has to make sure the Garbage Record Book is available for checks at any time.
62.When navigating in restricted visibility or heavy traffic or in a close quarter, as the Master or duty officer, which ship do you think should reduce speed, or stop engine to avoid danger of collision?
According to COLREG 1972. Both ships should reduce speed if they think necessary. And anti-collision actions should be taken as early as possible. When navigating in restricted visibility, the Master must navigate the ship with safe speed and great caution.
船长和驾驶员应该能够用简单的英语表述出常用的避碰规则。
63.What is safety speed during sailing? What factors should you consider in deciding the speed of a vessel during sailing in the sea?
The safe speed is the speed at which the vessel can take proper and effective actions to be stopped in a safe distance. The following factors should be taken into account to achieve safe speed: visibility, number of ships in the area, the ship’s maneuverability, wind force, sea tide and current, background lights, draught and available depth of water, proximity of navigational hazards, standard and operation of technical equipment on board, ice condition and so on.
64.When navigating in a crossing situation, as master or duty officer, what anti-collision measures should be taken? When the vessels are proceed on head-on condition, what anti-collision rule should be observed? When a power-driven ship and sailing meet in the sea, what anti-collision rule should be observed?
When two power-driven ships are crossing, the ship which has the other ship on her own starboard side shall keep out of way. To do this, this ship can either alter course to starboard side or slow down her speed in order to avoid collision.
When tow power-driven ships are meeting head-on situation or near head-on situation, each ship shall alter course to starboard so that they can pass on the port side of each other at a safe distance.
When a ship sails at a higher speed overtakes another ship, the ship shall sails at higher speed or shall alter its course to avoid collision.
A power-driven ship shall keep out of the way of a sailing ship. This can be done either altering its course or speed up to avoid collision.
65.What routines should the relieving officers be familiar with when he comes for watch keeping?
The relieving officers should familiarize himself with all the equipment and condition of the ship, the visibility and weather condition, speed and current condition, instruction of the master and some other aspects to ensure the safety of the vessel as per company SMS.
66.Based on your experience, tell the sequence of actions to be taken when you encounter restricted visibility.
Switch on both radars of the vessel. Arrange additional lookout. Reduce to safe speed. Implement bridge team management as per the SMS.
67.When the ship is loaded with general cargo, if the ship has several and different discharging ports, what precautions must be taken to ensure no short landing and over carriage of cargo?
To avoid the problems, I must ensure proper stowage and no broken stowage, proper and clear cargo separation markings, correct loading sequence, and good stability of the ship.
68.How do you handle the cargo damage caused by the stevedores?
First I will check the seriousness of the damage. Second, I will discuss with the foreman responsible for the damage. Third, I will inform the tallyman and agent to replace the damaged cargo or make proper remarks on the cargo documents. Fourth, I will prepare a damage report as per the company SMS and advise the owner if a damage survey is needed. Fifth, I will ensure all evidence is in good order to protect the interests of the ship owner and its crew. Lastly, I will ensure the roper logbook entry.
69.Can you tell me some instances when you have to consult the ship owner or manager in relation to the instructions from the charterer or their representative?
Here are some instances: changes in sailing instructions, changes in cargo type/quantity/loading sequences, vessel not meeting the requirements of the speed and oil consumption clause, tec.
70.Under time charter party, based on your experience, what factors do you think can put the vessel off hire?
Breakdown of main machinery, incorrect or improper hold preparation which is not in compliance with the cargo fitness survey, major noncompliance to port state inspection, any delay caused by the owner and/or the crew.
71.Before grain loading, how should you prepare your holds for grain fitness?
First, I should clean and wash the holds thoroughly in accordance with the grain fitness requirement so as to get rid of any residual and odor of the previous cargo. Second, I should make sure there is no scaling of paint and rust on the bulkheads. Third, I should also ensure that all cargo holds and hatches are watertight and dry.
72.What preparations should you make before your ship enters the dock yard?
It depends on why my ship is dry-docking. Generally, I shall adjust the proper trim as per the dock’s requirement and prepare a detailed docking repair list as per the company’s instructions. I shall get all the certificates and classification records ready for reference.
73.If you are to prepare for load line survey, what items require your special attention?
I should pay attention to these items: certificates, watertight doors and manholes, rubber gaskets, ventilation flaps, cargo hold water-tightness and comings, bilge pump and ballast pump.
74.If you are to prepare you for safety equipment survey, what items should you check beforehand?
I shall check relevant certificates, lifeboat and other safety equipment, pyrotechnics (烟火报警工具), emergency fire pumps, fire hose, box and hydrant(消防栓) as well as other fire fighting and life saving appliances.
75.Why is stability important in loading s ship? What are the factors to be considered before loading to ensure stability of the ship after being loaded?
To achieve stability of the ship, I must ensure loading in compliance with safety requirement, existing rules, and relevant regulations, the safety of life at sea, protection of property and environment. Beside, I should also ensure proper towage and proper weight distribution.
76.In your opinion, what abilities should a Master possess?
A Master should be knowledgeable on the type of vessel he is running. He should be experienced on trade, navigation, cargo caring. He should have a good understanding of the international convention and regulations. He should, also have good crew management and crisis management skills. Lastly, he should set up an example in good leadership.
77.How do you decide to join a new company?
Before I decide to join a co, m, , pany, I will consider the following factors: company stability, working environment, salary, relations among employees, proper program of crew rotation, promotion and advancement and good management.
78.What are the functions of a B/L? What’s a clean B/L and what is an unclean B/L?
A B/L has three very important functions. It constitutes evidence of the terms of the terms of the contract of carriage – a promise to carry and deliver the cargo. It constitutes the apparent order, condition, and quantity or weight of goods at the time of shipment. It is also a document of title (property) of the cargo.
A clean B/L is one on which there is not any remark of cargo loss, shortage or damage. An unclean B/L is also called claused B/L, which carries some remarks of cargo damage, quantity shortage and so on.
79.What is back dated or anti-dated B/L? What is advanced B/L?
A bark-dated Bill of Lading is a one whose issuing date is earlier than the virtual loading completion date. An advanced B/L means a B/L that is signed and issued by the carrier before the completion of loading. Both backdated and advanced B/Ls will bring some dangers and liabilities to the shipowner and charterer. The master should be very cautious about these two types of B/Ls.