PT TIVAS MARIN SERVIS

Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

INTERVIEW CHECKLIST FOR DECK DEPARTEMENT (R)

1. Hi Capt Good Morning, how are you?

Answer: Hello, good morning Capt. I am fine thank you. How about you?

2. Okay Capt we will start the interview. Could you please tell me about yourself?
Answer: Yes, my name is _____. I am 34 years old. I am master holding COC Class I and living in Jakarta. I have
experience working in offshore vessel such as LCT, AHTS, and etc. My last experience on _____ vessel in _____
Company with the area of operation in ______.

3. Okay thank you Capt. Can you please tell me about Master responsibility?
Answer:
 Implementing the safety and environmental-protection policy of the company.
 Motivating the crew in the observation of that policy.
 Issuing appropriate orders and instructions in a clear and simple manner.
 Verifying that specified requirements are observed.
 Periodically reviewing the safety management system and reporting its deficiencies to the shore-based
management.
 The company should ensure that the SMS operating on board the ship contains a clear statement
emphasizing the Master’s authority. The company should establish in the SMS that the master has the
overriding authority and the responsibility to make decisions with respect to safety and pollution prevention
and to request the company’s assistance as may be necessary.

4. As per which ISM state about Master Duties and Responsibility?

Answer: ISM section 5.

5. How will you implement safety on board?

Answer: In order to ensure utmost safety of the ship, the ISM code targets the very basics of the ship’s
functioning – ensuring proper maintenance of ship’s machinery. This includes:
 Inspection of ship machinery at regular intervals of time
 Taking the right actions in case of non-conformity
 Keeping a record of the causes and maintenance activities for future reference
 Regular testing of equipment and systems
 Training ship personnel and keeping them updated with the latest in the industry.

6. What are you required for safety on board?

Answer: What are we required as master for safety on board is plans and checklist form or what we called
documents checklist. Checklist for safe starting and stopping of shipboard machinery, along with plans to carry
of various work procedures on board ship ensures safety of the ship and marine environment.

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 PT TIVAS MARIN SERVIS
Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

7. What is master overriding authority?

Answer: The authority given to the master is to take an appropriate decision to deviate from the existing
procedure instruction with respect to the safety and environmental protection. This is also state in Chapter 9.

8. What preparation will you do if the vessel is flooding? What will you do in order to maintain the vessel
stable or in upright position?
Answer: First, we have to know how much our vessel permeability that we can find on the damage stability
booklet. As a master, we need to know how many compartments are there in the vessel, how many leaks occur.
If the compartment reaches 100% of the total compartment in the vessel which is eliminating the floating
reserve, then the ship must be abandoned. So as a Captain, we need to know what action should be taken if the
ship has a leak, for example by pumping and so on.

If for example the ship is leaking in the cargo space. Then we have to calculate what percentage of the volume
of the load space can reduce the reserve buoyancy (permeability). For example, there are 7 hatches and only 2
are submerged and the rest are 5. If it is calculated that the volume of 2 hatches will not affect the permeability
of the ship by 50%, then the ship can still be sail. However, if it turns out that not only leak, but the crack and
permeability approaching 0 or 90% then the ship needs to be abandoned.

9. What is damage stability?

Answer: Stability of a flooded ship. When water runs into a ship following an accident, different scenarios can
take place. The ship may sink due to flooding of so many compartments that there is not enough buoyancy to
keep the vessel afloat. All the rules about damage stability are trying to keep the ships safe even after one or
more compartments are breached.

For example, we have two ships both identical in every respect but the first one has only one tank (or cargo
hold) and the second one has two tanks (or cargo holds). Which one do you think is safer? The one with the
two cargo tanks. This is because if one compartment is flooded, the first ship will have 100% of the cargo space
flooded. The second ship would still have 50% of the cargo space intact. What I am trying to prove here is that
more the subdivisions of the ship, safer it would be.

10. How you will get total of your displacement?

Answer: To get total of the displacement is by checking draft and stability booklet.

Displacement is the weight of the water displaced by the ship or the total weight of the ship itself after loading
has reached its maximum conditions. Measuring the increase in water volume before and after filled. Final minus
initial can get the volume of the sinking object.

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 PT TIVAS MARIN SERVIS
Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

11. What is cargo securing manual?

Answer:
Cargo securing manual is a reference used to carry cargo securing on board (binding / secure / lashing). It’s a
guide how to tie goods on a ship, because different type of goods is different ways to tie it, such as how to tie
a pipe and secure cargo.

Cargo Securing Manual (CSM) the manual required on all types of ships engaged in the carriage of all cargoes
other than solid and liquid bulk cargoes. Cargo units, including containers, shall be loaded, stowed and secured
throughout the voyage in accordance with Cargo Securing Manual approved by the Administration. Also based
on transverse, longitudinal and vertical forces which may arise during adverse weather and sea conditions.

12. If you hear ‘FULL TERM’ what does it mean?

Answer: A Full Term Class Certificate has a validity period of five (5) years and is issued to a vessel when all class
requirements for the particular Special Survey have been satisfactorily met and all fees and charges are fully
settled by the Ship-owner.

There are 2 certificates on board, namely classification and statutory. At the time of issuing this certificate there
was an initial period that is the certificate issued after the first survey and they called it ‘interim’ and valid for 6
months. Moreover, there is initial survey and they will be issued short term. The survey is to check the readiness
of the institution or company to comply with the regulation. This short term is a certificate issued before a full
term certificate is issued to an institution or organisation that is fully compliant and implements the regulation
which is valid for 5 years.

13. How will you load cargo on the vessel?

Answer: We will load the cargo by making stowage plan. A plan showing the distribution of all cargo parcels
stored on board of a vessel for a voyage. Each entry on the plan details the quantity, weight and port of
discharge. A plan presenting the quantities and description of the various grades carried in the ship cargo tanks
after the loading is completed.

14. What is load density? How much cargo you can load on the vessel?
Answer: Load density of a cargo tank defines how much cargo we can load in a tank. This depends upon how
strong the tank top is. The load density of a tank is provided by the class during yard delivery of the ship.

For dry cargo ships the load density of the tank top is given in t/Sq Meter. That is how many tonnes can be
loaded in one square meter of tank top area.

Let’s take a simple example. Say load density of tank top of a bulk carrier is 12 tonnes/sq meter. The length of
the cargo hold is 30 meters and breadth of the cargo hold is 20 meters. So how much total cargo we can load
in this tank?

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 PT TIVAS MARIN SERVIS
Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

Total cargo that can be loaded in this tank = Length x Breath x Load density

So Maximum cargo = 30 x 20 x 12 = 7200 Tonnes.

Now if the stowage factor of the cargo to be loaded is 0.9 m3/Tonne.

So the volume of the cargo that can be loaded in tank will be 7200 x 0.9 m3. That mean we can load 6480 m3.

We know the length and breadth of the tank, so we can calculate the maximum height to which this cargo can
be loaded.

Maximum Height = 6480 / 600 = 10.8 Meters

So load density helps the ship staff to know to what height a cargo can be loaded.

On tankers, load density is given as to the maximum density of the cargo that can be loaded.

For example, if load density of a tanker ship is given as 1.2 t/m3, it means that we can load the tank to full if the
load density is lesser than or equal to 1.2 t/m3.

Let us say that volume of the tank is 3000 m3. This means that in this tank we can load maximum 3600 tonnes
(3000 x 1.2 tonnes). Now it does not matter which cargo we load, we can never load more than 3600 tonnes of
cargo in this tank.

Now if we have to load a cargo of density 1.4 t/m3, we can load only 2571 m3 (3600/1.4 m3) of this cargo. From
the ullage table (or sounding table) we can calculate to what level we have to load this cargo.

15. If your vessel not under command. What will you do?
Answer:
NUC Day Signal. The ship was not under command because of technical failure or grounding according to the
regulation of Colreg number 27. The situation where the vessel could not control and maintain its position or to
avoid the collusion. So they need to exhibit in daylight two black ball. But in the night time there are 2 round
red light. However, if we’re grounding in a daylight, we have to exhibit 3 black balls.

(a) A vessel not under command shall exhibit:

1. Two all-round red lights in a vertical line where they can best be seen;
2. Three balls or similar shapes in a vertical line where they can best be seen;
3. When making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a
stern light.

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 PT TIVAS MARIN SERVIS
Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

(b) A vessel restricted in her ability to manoeuvre, except a vessel engaged in mine clearance operations, shall
exhibit:
1. Three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights
shall be red and the middle light shall be white;
2. Three shapes in a vertical line where they can best be seen. The highest and lowest of these shapes shall be
balls and the middle one a diamond;
3. When making way through the water, a masthead light or lights, sidelights and a sternlight,in addition to the
lights prescribed in subparagraph (1);
4. When at anchor, in addition to the lights or shapes prescribed in sub paragraphs (1) and (2), the light, lights
or shape prescribed in Rule 30.

16. How do you facing accident?

Answer:
 Inform the Master and Engine room: This is obvious, but make sure you inform the Master, if he is
not on bridge. Inform the engine room and stop the engine. The officer on watch should not hesitate
to call the master even if he has the slightest doubt about any given situation. (The decision to stop the
engine would depend on the severity of the accident and immediate action to be taken.). Master’s
experience, knowledge and his overriding authority helps in making quick and bold decisions to save
lives. Once the master takes over the command of the situation, act on his orders. Mark the position of
collision on chart or by pressing the mob button on GPS for future reference. Exhibit NOT UNDER
COMMAND (NUC) signal if the ship has lost its headway completely.

 Immediately Send Distress Signal: Send designated or undesignated distress messages through VHF,
MF/HF, SAT C or any other available means, depending on the sea area you are in and time limit you
have. If you have enough time inform the company and the nearest coast radio station about the
incident.

 Record Important Data: Record the time of ship collision, name and IMO number of the vessel(s) you
collided with. Waste no time in arguing with other vessel. Leave VHF channel 16 unoccupied, through
which, you can get necessary information regarding assistance and help if the situation demands. Use
any other VHF channel for inter/intra ship communication. If possible, take a photograph of the collision
from a secure location.

 Sound the Alarms: Sound the general emergency alarm; general alarm signal is sounded as precaution.
It should not be mistaken as a signal for abandoning the ship. Take attendance, if anybody is missing
report the same to the master. Inform the officer responsible on muster station about the situation.
Make arrangements, to search and find the missing person. The responsible officers and crew should
lower the life boats up to embarkation deck and make all arrangements to abandon the vessel at quick
notice. It should be noted that engine room should not be left unattended if the impact of collision is
minimal, which do not need an immediate evacuation of the compartment. Also, the engine room in-

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 PT TIVAS MARIN SERVIS
Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

charge should ensure all officers and crew working in the engine room are ready with their life jackets
and TPA if immediate evacuation is required in the later stages.

 Assess the Damage: Send an officer responsible to the area where the vessels have taken the impact.
Inquire about the percentage of damage occurred. If the damaged area is an enclosed space, ensure to
take all necessary precautions, for enclosed space entry. Make an assessment of the damage and report
the same to master. Any decision should be taken by the master or if the master is incapable of making
decision or carry out his duties, the person next to his command should do so.

 Take the Soundings: Send crew to take sounding of all ballast tanks, fresh water tanks, and wing tanks.
Give instruction to engine room to take sounding of all tanks in engine room. All tanks soundings are
to be taken and recorded, because the tanks far away from the impact can experience damage or crack
due the shock created by the collision. Record the sounding of all tanks and compare it with the previous
sounding data. If there is any change in the sounding, there can be a crack or a hole in the tank. The
sounding of the particular tank or tanks should be monitored carefully and the rate of increase or
decrease in water should be calculated.

 Take Immediate Action In Case of Damage: If any tank or tanks appeared to have suffered damage
and ingress of water is confirmed, make necessary arrangements to pump out the water. If the pumps
are not effective and cannot contain the ingress of water the whole compartment can be sealed
preventing other compartments from being flooded. If a self- closing water tight door is provided, it
should be operated from the bridge itself.

 Check For Oil Spill: If any of the fuel tanks or oil tank is damaged and if there is imminent danger of
oil spill. The procedures mentioned in SOPEP plan should be followed to contain the oil spill.

 Reach The Nearest Port, If Possible: If the master attempts to correct adverse list or trim, he should
consider the effects of shear force, bending movements, free surface effect when transferring liquids
and blasting and de-blasting on the hull. If the own ship to be afloat without danger and engines are
ready to maneuver, set course for the nearest port for repair. All the above mentioned duties have to
be carried out in a very quick sequence and with utmost precision as collision can lead to other
emergencies simultaneously.

 Abandon the Ship Only if Everything Else Fails: If the own vessel appears to be sinking and leaving
no other choice except to abandon the vessel, it should be a verbal order from the master. It should be
always kept in mind that a ship is the best lifeboat. The master and crew should always try and carry out
all necessary means to keep it afloat. But once the decision is made to abandon the vessel, no time
should be wasted. All crew should carry out their duties effectively and escape from the sinking ship as
quickly and as far away as possible.

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 PT TIVAS MARIN SERVIS
Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

17. If you go easterly and then you see there is a North Cardinal Marks, which area is safe?
Answer: Back to the portside.

Cardinal Marks are primarily used to indicate the position of a hazard and the direction of safe water.
Cardinal Marks are named after the (4) main cardinal points of the compass (North Cardinal Mark, South Cardinal
Mark, East Cardinal Mark, and West Cardinal Mark). The attribute that makes the Cardinal Mark so useful to the
mariner is that there is no dependency on the position of or the direction of travel of an approaching vessel. The
Cardinal Mark will always tell you where safe water lies and that will always be to the named side of the mark. In the
example shown below, the "East Cardinal Mark" indicates that safe water will be found to the east of the mark.
(References: https://www.offshoreblue.com/navigation/cardinal-marks.php)

18. What check do you need to prepare after load the cargo, when you about to leave?
Answer: After loading the cargo, as a Master, I have to check everything. First, I have to check the readiness of the
vessel, our crew, and also engine through the checklist. There are two departure checklist which is one for deck and
one for machinery. Pre departure checklist and pre machinery departure checklist. Pre departure checklist mostly
done by the Chief Mate and pre machinery checklist is done by Chief Engineer before we arrived. I also need to
check everything in order to the pre arrival checklist and pre machinery arrival checklist.

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 PT TIVAS MARIN SERVIS
Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

INTERVIEW CHECKLIST FOR DECK DEPARTEMENT (D)

1. Could you please introduce yourself?

2. What is LCT Vessel?
3. How do you identify when you see that vessel is Landing Craft?
4. What do you think is the most critical aspect you need to face in maneuvering LCT Vessel?
5. How do you load the cargo from jetty to the vessel?
6. What’s dangerous cargo? How do you know that your ship is allow to carry dangerous cargo?
Answer: IMDG DOC (Documents of compliance). Without IMDG DOC, we’re not allow to carry any dangerous
goods.
7. What is IMDG DOC? What information you can find from this documents?
Answer: Regarding the safety equipment that we have to provide for IMDG and the space of IMDG cargo to be
stored on board our ship.
8. If weather warning situation shown that this is not safe to sail but the charter pushing you to carry the
cargo to the platform because of urgent, what action you will take?
Answer: I have to conduct master overriding authority.
9. I give you some situation and please be clear about your position as a master.
a) The Chief Officer come to you and said there is a cargo came from the charter. What will you do?
Answer: As a master, I need to make sure that the Chief Mate have been done the stability calculation
properly. Firstly, we have to compare with the stability booklet. Secondly, the stability condition of the
vessel is already comply with the minimum requirement as per IMO (SOLAS Chapter 2).
b) If lashing crack / broke. What will you do?
Answer: We have to altered the cost and maintain that the cargo will not shifting with the affect to your
ship. The second thing is we have to prepare statement of fact and letter of protest to release our
company liability for the damage of the cargo because of the external false.
c) If your vessel sailing and another vessel crash into your vessel, what will you do?
Answer: I have to make statement of fact, prepare incident report and letter of protest to release us and
the company the liability from the damage of our vessel and the letter of protest to be sign by the vessel
whose damage our vessel.
10. What is damage control plan?
Answer: A plan that giving the information for the ship officer when the vessel have a damage like flooding. The
information about the configuration structure of the ship bulked to maintain the permeability of the vessel.

11. If you sail your vessel, your Chief Mate came and said that your vessel is grounding at night. What will
you do?
Answer: As a Master, we have to act as per the Safety Management System Grounding checklist if the company
have grounding checklist. For example, I have to check the water surround us, the couture of the seabed, check
all the tank whether any leaking or not. And check is there any injury with the crew or not and prepare the

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 PT TIVAS MARIN SERVIS
Crew Management
Jalan Enim Raya No. 19, Tanjung Priok, Jakarta Utara - 14330 – INDONESIA
Phone: +(62-21) 43939528
E-mail: crewmanagement@tivas.co.id
Website: www.tivas.co.id

statement of fact incident report and sent to the DPA. Inform the vessel in the vicinity by exhibit NUC (Not Under
Command) signal in night time we have to exhibit two vertical round red lights.

12. How you find the contact of the authority?

Answer: From the Nautical Publication, list of radio signal, list of port information and traffic control.
13. What is Ballast Water Management?
Answer: Is a new rules that include in MARPOL annex 7 which is in force in 1 st September 2019