MARINE MMD ORALS SAMPLE

ORAL QESTIONS SAMPLES

Differentiate between a product and crude oil tanker

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

Chemical tanker: A ship constructed for the carriage in bulk of any liquid product listed in chapter 17 of IBC code (international bulk chemical code)

Crude oil tanker: Any tanker used in carriage of crude oil in bulk

Crude oil is any liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to render it suitable for transportation

How will you motivate a multinational crew

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

Major non conformity example and definition

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

Structural damages,

Invalid certificates or documents

Emergency generator cannot start

Oil record book not available

Non conformities raised during last internal audits are still pending

Non conformity example and definition

Means an observed situation, where objective evidence, indicates the non fulfillment of a specified requirement,

ISM checklists incomplete,

Crew not aware of companies ISM safety and environmental protection policy

Responsible officers not knowing their duties as per SMS manual

Crew not knowing DPA

Oil record book incomplete/ not signed

SOLAS latest developments / amendments.

Dec 2004 Amendments,

Bulk carrier safety- A new text for SOLAS chapter XII,

Free fall life boat on bulk carrier

Simplified VDR, S-VDR

May 2005 Amendments,

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

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

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

Ship construction drawings to be maintained on board and ashore

Mandatory company and registered owner identification number

May 2006 Amendments

Long range identification and tracking system (LRIT)

EPIRB capable of transmitting a distress alert through polar orbiting satellite

MARPOL latest developments/ amendments.

Annex I

Annex I rewritten Chapters segregated

Reg 23 Accidental oil out flow performance

Oman Sea has been designated as special area (wef 01 Jan 2007)

Double hull protection for pump room(reg 22)

Heavy grade oil definition changed

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

South run of South Africa as special area

Annex II

Categorization of chemicals to X,Y,Z and IBC code Chapter 17 also changed.

Removal of Special areas except Antarctic region

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

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

Annex III

Annex IV

Introduction of PSC inspection for control measures.

Revised annex IV

Now applies to above 400 gt or more than 15 persons

Annex V

Annex VI

Introduction of North sea area as SECA region WEF 21 Nov 2006

NOx tech code revised and updated.

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

Solas:

• Improper Design of bilge pumping arrangement
• Defect in propulsion and electrical machinery.
• Failure of proper operation of emergency generator lighting, batteries
• Failure of proper operation of main and aux steering gear, Emergency steering not operational
• Certificates under convention expired
• Major structural damage not informed to class or flag state.
• Life boat lowering arrangement not operational.
• Radio failure for distress signals
• Below manning

MARPOL

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

ILO

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

STCW

Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid dispensation or to provide documentary proof that an application for an endorsement has been submitted to the flag State administration.

Failure to provide proof of professional proficiency for the duties assigned to seafarers for the safety of the ship and the prevention of pollution.

The Load Lines Convention

Significant areas of damage, corrosion, or pitting of plating and associated stiffening in decks and hull are noticed affecting seaworthiness and strength. If temporary repairs are done to take local loads and are unless proper temporary repairs for a voyage to a port for permanent repairs have been carried out.

Absence of inability to read draught markings

Insufficient stability

Overloading

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

• Planning - availability of suitable time, preferably at port when it may not be required for any other maintenance purpose.
• Availability of spares- especially wire fall with certificate of appropriate length if renewal is involved
• Follow the makers instructions
• Fill up the required checklists – such as working aloft, electrical isolation and carry out a Risk analysis.
• Releasing procedure for brake with out power to be discussed.
• Renew lube oil and carry out greasing of all points and wire
• Confirm the tightness of the clamp.
• Use safety harness and safety gear
• Check all limits and cut outs before putting crane back in operation
• Use sufficient manpower

Tell in detail about P&I club?

P & I clubs are insurance mutual’s or clubs which provide collective self insurance each others insurance requirements. This is a non – profit making organization.

¼ th Collision liability to 3^rd party

Crew repatriation in case of sick person

Diversion expenses for ship in cases of sick seamen

What is syllabus of MEO class I as per meta manual?

Knowledge of inter national legislation and regulation.

Knowledge of national legislation and regulation-MS act

Official log book and record keeping

Charter party

Marine insurance, P&I Clubs,

Classification society

Human relations

Modern mgt principles, Conflicts, influence of human factor,

Computers

Ship stability

Safety regulations and SOLAS

ISM , Emergency preparedness.

Repair management.

Machinery performance testing, Inventory Management

PSC, Coast guard

York Antwerp rules?

This is regarding General average act.

What is latest in fire fighting?

• Water mist nozzles- hyper mist pump and nozzles in engine room,

CLC convention :

International convention on Civil Liability for oil pollution damage 1969. It ensures compensation to persons who suffer oil pollution damage resulting from maritime causalities in case of oil pollution. Payable by ship owner, who in turn insure themselves with P & I clubs.max limit million SDR (special Drawing Rights)

FUND convention:

CLC funds were not sufficient in case of large tanker pollution. And a fund was instituted to relive ship owners and additional compensation to victims. Limit 300 SDR . Fund contribution from all major oil importers above 150 million gallon. Supplementary FUND over and above FUND convention. It is a third tier protection. Limit 750 million This convention is optional and India has not ratified this.

What is MS act

This is a comprehensive piece of legislation passed by Indian parliament in 1958 for development of maritime activities. Merchant shipping act 1958 has been modified many times to implement the provisions of international conventions.

Latest developments in tankers /MARPOL

Double hull construction, Alternate design of cargo tanks

CAS requirement for tankers of 15 year or more

Enhanced Survey file to be maintained.

Certificates of chemical tanker

Fitness certificate for carriage of noxious liquid substances in bulk ( NLS Certificate)

M/E breakdown in rough weather.

Possibility of cutting out the effected unit

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

Possibility of repairing or renewal of major spare parts

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

Instructions to crew in safeties in dry dock.

Look out for any unsafe act

Fire capabilities may be reduced and efficient fire patrol to be done

Dangers of fall, Protect any open removed guard rails.

What is new in annex VI

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

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

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

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

It includes the requirements for protective location of fuel tank and performance standards accidental oil fuel flow. A max capacity limit of 2500 cu m per fuel oil tank is included

What is interim SMC?

What is new in marpol annex II

What is NOx technical file

File maintained on board to verify the various components installed on the engine which affect the engine performance wrt NOx emission. All components replaced and maintenance carried out on these components are to be recorded in this file. There is one file for each engine with EIAPP certificate issues. When replaceing these components it is to be checked that the component replaced have the same IMO number as specified in the technical file

What is the difference between hull and enhanced survey (CHS & ESP)

HULL

ENHANCED

Latest developments and amendments in bulk carriers.

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

Free fall life boats made mandatory on bulk carriers.

What declaration is made under ISPS

How is enhanced survey different from other surveys

What is continues synopsis record?

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

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

If D/G is damaged how will you go as C/E about making a claim

Hull and machinery insurance deals with this type claim. Inform full details of incident and all relevant class survey reports

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

• check the tightness of the foundation bolts of M/E
• check the foundation for any damage and tightness of the pedestal bearing
• take the engine crankshaft deflection
• check the tightness of the shafting couplings
• Take the trust bearing clearance.
• M/E top bracing to be checked
• Tie rod tightness to be checked
• Check integrity of vibration dampers and detuners if any.

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

• Take indicator cards, Check that power developed are comparable
• Incorrect or clogged flow meter, clean the filter
• Fuel injection valves may be leaking
• Check and compare scavenge air pressure with test trials, Air pressure drop at air filters coolers and assess the need for any cleaning of air side of air cooler
• Check the fuel timing
• Check the chain tightness-
• Check the operation of VIT and confirm that linkages are free.

How will you align deep well pumps

As C/E what will you do in annex VI?

Keep a accurate record of Ozone depleting substances and if any maintenance work need to be done on A/C or REF plants methods for extracting Freon from the system to be available.

During bunkering a representative sample is obtained with Bunker delivery note with appropriate information to be available. Sample (MARPOL) to be signed and kept on board for 12 months with record.

Fuel change over procedure to be available and are followed when required. Records of change over to LSFO consumption and back is recorded with location.

Nox technical file for each engine is available and maintained.

What all will you do for SEQ survey

What all certificates to carry regarding CO2 system

Weight cert,

Pressure test certificates of bottles, lines, installation cert.

Annual shore service certificate

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

• Documentation of the work done, plan, inform and take permission vessels superintendent where possible
• Spares consumed
• Entries in log book as regard to the need of maintenance- indicating abnormal parameter
• Mention time of breakdown observed, maintenance started and completed when the vessel is at sea.

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

• Give details of the propeller to the company from the makers instructions
• since it is a dry-dock job and company would arranging for an emergency dry- dock chief engg. must ensure that if any other jobs are to be done.
• Keep record of fuel consumption and engine power output for future reference
• Keep a record of stern tube oil seal leaks if any
• Take crankshaft deflection
• Instruct the ships crew to give required assistance to dry – dock authorities
• Keep handy poker gauge and witness the propeller drop when measured by the dry dock authorities
• Keep the drawings concerned ready
• Check the record of the dynamic balancing of the new propeller
• Check the manufacturers details of the new propeller and compare it with old propeller
• Details such as- diameter, material , pitch,
• Ensure that the rope guard is fitted back if removed
• Keep no 1 unit on TDC when advised by the dock authorities.
• Check the mating ( Bedding) surfaces for area of contact- should be more than 90%
• Ensure that the tallow grease is adequately filled up in the cover
• And cover is cemented smoothly after boxing up

Who will test lifeboat wire falls.

5- yearly overhauling and operational test with test weight Annual operational tests shall be carried out based Annual thorough examinations

5-yearly dynamic load tests shall be carried out with test weight This requirement applies 5-yearly to all launching appliances with fall and winch including cranes and davits for freefall lifeboats. Annual dynamic load tests shall be carried out with test weight based Annual thorough examinations

Weekly and monthly inspection, and routine maintenance as defined by the manufacturer, should be conducted under the direct supervision of a senior ship’s officer in accordance with the instructions provided by the manufacturer, 

All other inspections, servicing and repair should be conducted by the manufacturer’s representative or a person appropriately trained and certified by the manufacturer for the work to be done. 

When repairs, thorough servicing and annual servicing are completed, a statement confirming that the lifeboat arrangements remain fit for purpose should be issued by the manufacturer’s representative

Manufacturer without attendance of authorized surveyor or

Personnel appropriately trained and certified by manufacturer without attendance of authorized surveyor or

Service personnel trained by some other reputed and approved manufacturer in the presence of authorized surveyor.  Workshop carrying out the test / servicing in India to be registered with the Directorate.

• If Lifeboat/Rescue boat wire falls are replaced while the vessel is in India, the wire falls used for replacement should be approved by Mercantile Marine Department (MMD).
• If wire falls are replaced while the vessel is overseas, the falls should be approved by a member of International Association of Classification Society (IACS), subject to the condition that it complies with the applicable IMO standards. 

Release Gear The following should be examined for satisfactory condition and operation:

• operation of devices for activation of release gear:
• excessive free play (tolerances);
• hydrostatic interlock system, where fitted;
• Cables for control and release; and
• Hook fastening.

Davit The following items should be examined for satisfactory condition and operation: 

• davit structure, in particular with regard to corrosion, misalignments,                               deformations and excessive free play; 
• wires and sheaves, possible damages such as kinks and corrosion;
• lubrication of wires, sheaves and moving parts;
• functioning of limit switches;
• stored power systems; and  
•  hydraulic systems. 

Winch  The following items should be examined for satisfactory condition and operation: 

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

DYNAMIC WINCH BRAKE TEST 

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

OVERHAUL OF ON-LOAD RELEASE GEAR 

• dismantling of hook release units; 
• examination with regard to tolerances and design requirements; 
• adjustment of release gear system after assembly;
• operational test as per above and with a load according to SOLAS regulation                III/20.11.2.3; and 
• Examination of vital parts with regard to defects and cracks.. 

Test of fire fighting equipments.

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

All fire extinguishers are required to have 100 % spare charges; Shipping companies are required to ensure that the refill of the same make is available on board ship

Shipping companies are not able to comply with the requirement of getting one third of the fire extinguishers pressure tested every year.  In order to facilitate shipping companies, it has been decided that fire extinguishers may be hydraulically pressure tested during the dry dock once in three years. 

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

Weekly testing and inspections

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

Monthly testing and inspections

• all fireman’s  outfits,  fire extinguishers, fire hydrants, hose and nozzles are in place, properly arranged, and are in proper condition;   
• all fixed fire-fighting system  stop valves are in the proper open or closed position, dry pipe  sprinkler systems have appropriate pressures as indicated  by gauges;
• sprinkler system pressure tanks  have correct levels of water as indicated by glass gauges;
• all sprinkler  system  pumps automatically  operate on reduction of pressure in the systems;
• all  fire  pumps  are operated; and
• all fixed  fire-extinguishing installation using  extinguishing gas are free from leakage. 

Quarterly testing and inspections

• all automatic alarms for the sprinkler  system are tested using the  test valves for each section;
• the international shore  connection is  in proper condition;
• lockers providing storage for fire-fighting  equipment  contain proper  inventory and equipment  is in-proper condition;
• all fire doors  and fire dampers are tested for local operation; and
• all CO₂ bottle  connections for cable operating  system clips should be checked for tightness on fixed fire-extinguishing installations. 

Annual testing and inspections

• all fire extinguishers are checked for proper location, charging pressure and condition;
• fire detection systems are tested for proper operation, as  appropriate;
• all fire doors and dampers are tested for remote operation;
• all foam-water and water-spray fixed fire-fighting  systems are tested for operation;
• all foam-water and water-spray fixed fire-fighting  systems are tested for operation;
• all accessible components of fixed fire-fighting system  are visually  inspected for proper condition;
• all  fire pumps, including sprinkler  system pumps, are flow tested for proper pressures and flows;
• all hydrants are tested for operation;
• all antifreeze systems are tested for proper solution;
• sprinkler system  connections from the ship?s fire main are tested for  operation.
• all fire  hoses are hydrostatically tested;
• breathing apparatus air recharging systems checked for air  quality;
• control valves of fixed fir-fighting  system  should be inspected; and
• air should be blown through  the piping of extinguishing gas systems. 

Five-year service

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

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

If the LSA is of foreign make, the applicant will be required to submit necessary authenticated document to the Nautical Adviser for scrutiny and consideration for issue of �Letter of Acceptance�  for that appliance No replacement or substitution shall be permitted.  The life rafts of foreign make to which acceptance letter has been issued shall be put up for inspection by the MMD for functional test and necessary certificate shall be issued by the MMD on direction of DGS before the same is placed on board Indian ships Letter of Acceptance as mentioned in para (c) shall be issued for a limited period,  maximum of 5 years subject to intermediate verification of 2 1/2 year + 3 months.

The foreign manufactures of LSA, who seek "Letter of Acceptance", shall clearly nominate only one representative in India who shall be responsible for such equipments.

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

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

In the cases where the Indian manufacturer has not authorised any service station for servicing of his life raft in any Indian port, the servicing in such port can be undertaken by any service station as per the customer�s wish under the supervision of  MMD surveyor.

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

The information contained in the VDR / S-VDR is to be retrieved and used during the subsequent investigation.  For a vessel operating in shallow waters, cost of recovery of fixed VDR recording medium may not be very expensive. However, in case a vessel is lost in deep waters, the cost of recovery of the recording medium may be prohibitive and at times not feasible at all.  
  In view of the foregoing, it has been decided that all Indian ships shall install the float-free variety of the VDR / S-VDR.  However, if the shipowner has already installed the fixed type of VDR or it is not possible to install the float-free VDR meeting full requirements of the IMO Resolution, they shall ensure that an additional float-free arrangement may be made to retrieve the following information:

Operators should periodically check the condition of igniters and flame scanners, to ensure that they are in good working order, Automatic fuel oil shut offs should, as a routine, be tested to ensure that the fuel valves operate efficiently for fault conditions (e.g. flame failure and combustion air failure).  Burners should be lit with fuel oil at the minimum firing rate compatible with flame establishment and operators should not attempt to light a burner immediately after its flame failure.

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

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

The sensors should be capable of being located either in the aft part of each cargo hold or in the lowest part of the spaces other than cargo holds to which these requirements apply.  The systems of detecting water level should be capable of continuous operation while the ship is at sea.

An alarm, both visual and audible, activated when the level of water at the sensor reaches the main alarm level, an alarm both visual and audible must be activated indicating increasing water level in a cargo hold.  The indication should identify the space and the audible alarm should not be the same as that for the per-alarm level.

For compartments other than cargo holds:  An alarm both visual and audible, indicating the presence of water in a compartment other than a cargo hold when the level of water in the space being monitored reaches sensor.  The visual and audible characteristics of the alarm indication should be the same as those for the main alarm level in a hold space.The detector indicating the water level should be capable of activating to an accuracy of + 100 mm.

The part of the system which has circuitry in the cargo area should be intrinsically safe

The visual indication should be capable of remaining visible until the condition activating it has returned below the level of the relevant sensor.  The visual indication should not be capable of being extinguished by the operator. The audible indication should be capable of being muted by the operator. Time delays may be incorporated into the alarm system to prevent spurious alarms due to sloshing effects associated with ship motions.Overriding indication and alarms for the detection systems installed only in tanks and holds that have been designed for carriage of water ballast.

Cancellation of the override condition and reactivation of the alarm should automatically occur after the hold or tank has been de-ballasted to a level below the lowest alarm indicator level.

The water level detector system should be capable of being supplied with electrical power from two independent electrical supplies. Failure of the primary electrical power supply should be indicated by an alarm.

SSAS what and how ?

The SSAS should be documented in the Ship Security Plan. The location of activation points should be specified in the plan and may form a part of the �Confidential� Section of the plan. It is advised that such information shall be known to the Master, Ship Security Officer and other ship personnel as may be decided by the Master and the SSO.  

The dedicated equipment used for transmission of Security Alert should not be used for any other routine communication. The system should have the main source of electrical power and a backup source, which may include emergency source or independent supply. However, an uninterruptible power supply (UPS) or such similar device may also be considered as an alternate source of power.  

All Indian Ship owners, Company Security Officers, Masters and others concerned may please note that the SSAS test is to be carried out in the "LIVE" mode only. 

How to test SSAS?

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

1. E-mail DG Commcentre the following information at least three hours in advance when requesting for a test : 

a)       Name of the vessel and its present position

b)       Intended date and time (UTC) and IST of the test.

2. The DG Commcentre will acknowledge confirming the conduct of the test. It may be noted that SSAS tests with other ship/s may have already been scheduled at the proposed time, in which case, the DG Commcentre would advise the earliest suitable time for the conduct of the test.

3.        The ship staff may then carry out the SSAS test as per schedule, first from Location 1. 

4.        The CSO/ Master shall confirm by phone whether the Alert has been received by DG Comm centre. DG Comm centre will then advise if all details provided in the alert are correct, or otherwise. 

5.        If all details received are correct, DG Comm centre will advise to reset the alert and then proceed to test from Location 2

6.        When testing from Location 2, WAIT FOR about 30 minutes for alert to go to Level 3.

7.        Call DG Comm centre to confirm whether alert Level 3 has been received. 

8.        DG Comm centre will confirm whether all is OK, or otherwise. If all is OK, DG Comm centre will advise the CSO/ Master to reset the system.

9. After resetting the system, the CSO/ Master to send an email to DG Comm centre stating that the "SSAS test has been completed and all subsequent alerts may be treated as true alerts." Request for compliance may be made immediately upon satisfactory completion of the test, and not after several days,

10.      Comm centre will then revert compliance by email if tests were OK or advise further testing/ rectification, as required.