來源： 航運精英圈（id:seamanfriend）
1. What type of cargo was carried on board your last vessel?
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.
2. 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: 全球航線ocean-going, world widely, globally, worldwide; 固定航線 fixed route.
3. 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.
關于貨損方面的處理程序，各個公司都有相關的操作和程序文件，上面只是一般的處理原則。
4. 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.
5.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.
6.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[?pr?min?ntli] 顯著地
posted on the bridge and read and signed by all duty officers.
7. 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 .[?deliɡit] 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 [?pi:n?laiz] 懲罰 the offender and can consider firing him according to the procedure of the ship owner.
8. 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.
9. 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.
10. 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.
引航員在船引航時并沒有解除船長和船員對于船舶安全的責任是ISM體系特別強調的一點，船長應該熟知并讓每位船員熟知。
11. 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.
12. 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.
13. 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.
14. 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、不同的航區(qū)的規(guī)定而異，但是，為了確保航行安全，船長應在心中有大致數字。
15. 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.
垃圾的處理涉及到防污染問題。各個公司的ISM手冊對于垃圾的處理都規(guī)定了非常嚴格的程序。垃圾當然也有明確的分類，如有的公司要求把垃圾分成三類、有的分成四類、有的分成六類等。船東主要看備選船員在防污染方面是否重視。因為一旦給某些港口造成污染，船東是會受到重罰的。
15. 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.
16. 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.
17.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.
18.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.
19.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.
20. 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 (鋁土礦), 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.
21. 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.
22. 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.
23.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.
24. 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.
船東很關心的問題。主要看船長是否掌握這方面的經驗。
25.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.
26.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.
船長和駕駛員應該能夠用簡單的英語表述出常用的避碰規(guī)則。
27.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.
28.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 (煙火報警工具), emergency fire pumps, fire hose, box and hydrant(消防栓) as well as other fire fighting and life saving appliances.
29.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.
30.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.
31.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.
32.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.
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