SET - 6 | PSSR Exit Exam Mock Test - Questions and Answers - 2026

MARPOL Annex V prohibits the discharge of all plastics into the sea, which includes but is not limited to plastic bags, synthetic ropes, fishing gear, and plastic items.

Crew competency, as defined by international maritime conventions such as STCW, directly refers to well-trained personnel possessing the necessary knowledge, understanding, and proficiency, validated through proper certification. This ensures seafarers have demonstrated the required standards for their assigned duties, contributing fundamentally to safe ship operation and pollution prevention.

When work is conducted in radar masts, there is a serious risk of injury from electromagnetic radiation should the radar units be inadvertently activated. Placing a fixed warning sign directly on the control panel or switch of each radar unit clearly indicates that personnel are aloft and prohibits the energizing of the equipment, thereby preventing accidental activation and safeguarding the lives of those working in the mast. This critical safety measure aligns with general maritime safety regulations, including lockout/tagout procedures and safe working practices for hazardous energy sources.

The GMDSS log book is the specifically designated and legally required record for logging all vital radio communications, including distress, urgency, and safety traffic, as mandated by SOLAS Chapter IV. This dedicated log systematically documents all operational events, equipment tests, and battery conditions related to the vessel's Global Maritime Distress and Safety System, ensuring a comprehensive and auditable record crucial for maritime safety and regulatory compliance.

A Suezmax crude carrier's optimal size range for transiting the Suez Canal is between 120,000 and 199,999 DWT, as vessels larger than this limit face restrictions or cannot pass through the canal. This capacity ensures efficient and safe passage for crude oil transportation, adhering to international maritime trade and canal transit regulations. Therefore, Option C accurately defines the ideal size for a Suezmax crude carrier in terms of terminal compatibility and operational feasibility.

After raising the alarm, crew members should attempt to extinguish a small fire if it is safe, without endangering themselves, to prevent escalation.

While sunscreen is beneficial for health, safety helmets, shoes, and hearing protection are essential PPE to protect against physical hazards during routine deck work.

A totally enclosed lifeboat designed for fire protection relies on a self-contained compressed air system when enveloped in flames. This system maintains a positive internal pressure, supplying vital breathable air for the occupants and clean combustion air for the engine, thereby preventing the ingress of smoke and toxic gases. SOLAS LSA Code mandates this air supply must be sufficient to ensure safe operation for a minimum of 10 minutes in such hazardous fire conditions.

The general emergency alarm signals a serious incident, and all personnel must immediately proceed to their assigned muster station as detailed in the ship's Muster List.

The general emergency alarm signals the need to proceed promptly to your assigned muster station, bringing a lifejacket if directed or it's an abandon ship scenario.

MARPOL Annex V prohibits the discharge of all plastics into the sea, regardless of distance from shore or whether it's a special area.

Gas-tight doors and access hatches are critical watertight integrity components, and their closure is essential for maintaining the watertight subdivision of the vessel, particularly during a voyage as per SOLAS regulations. Keeping them open compromises the vessel's ability to withstand flooding and maintain stability in adverse conditions, posing a severe safety risk. Therefore, the statement is false; these doors and hatches must be securely closed and sealed unless specifically required for operational purposes and then only under strict supervision.

Under international maritime law, specifically adhering to principles of the Maritime Labour Convention and STCW, individuals are directly accountable for their actions, including those arising from drug abuse, which can result in financial penalties for the vessel. Therefore, the crew member responsible for the drug abuse is the one held accountable for any fines incurred. The company, P&I Club, or RPSL are not directly liable for the personal misconduct of an individual crew member.

Contingency plans, as mandated by SOLAS and reflecting best maritime safety practices, must comprehensively address all potential emergencies, which inherently involves clearly defining the allocation of duties and responsibilities, outlining specific actions to regain control, and establishing robust communication protocols both internally and externally. Therefore, Option D, "All the above," correctly encompasses these essential elements for effective emergency preparedness.

The North Sea is designated as a special area for pollution under MARPOL Annex I and Annex V, requiring stricter regulations for the discharge of oil and garbage to protect its sensitive marine environment. This designation mandates specific measures for waste management and oil pollution prevention for ships operating within this region. Therefore, Option C is correct based on international maritime pollution conventions.

Suffocation, as defined by maritime safety standards, directly results from the absence of sufficient oxygen in the immediate environment, leading to asphyxiation. While other hazards might indirectly contribute to a compromised atmosphere, the fundamental physiological cause of suffocation is a lack of breathable air, which is a critical concern addressed in emergency procedures and safety training under SOLAS and STCW. Therefore, the most direct and accurate cause of suffocation is a deficiency in oxygen.

As per STCW 2010 Regulation I/9 and Section A-I/9, the maximum period of validity for a seafarer's medical certificate is two years. This requirement ensures the continuous assessment of a seafarer's fitness for duty, directly contributing to the highest standards of maritime safety by ensuring all crew are medically fit to perform their duties at sea.

Sounding the emergency alarm is the absolutely critical first action when encountering any emergency, as it immediately notifies all personnel onboard of a dangerous situation. This fundamental requirement, enshrined in international maritime safety standards like SOLAS and STCW, ensures prompt initiation of the vessel's emergency response plan and facilitates a coordinated effort to mitigate the threat. Delaying this vital notification jeopardizes the safety of the vessel and crew.

A hard hat is specifically designed to provide protection against head injuries from falling objects or impacts, which is a significant risk in areas like engine rooms or cargo holds.

According to SOLAS Chapter III, Regulation 20, both every lifeboat and every rescue boat are required to be launched and operated on the water at least once in every three months to ensure their operational readiness and the proficiency of the crew. This regular testing is crucial for effective emergency response, confirming the functionality of launching appliances and the boats themselves, as well as familiarizing personnel with their deployment procedures. Therefore, Option D accurately reflects these mandatory requirements for both lifeboats and rescue boats.

The International Maritime Organization (IMO) mandates a maximum Sulphur content of 0.5% for marine fuels within designated Sulphur Oxide (SOx) Emission Control Areas (SECAs), as stipulated by MARPOL Annex VI. This stringent limit is crucial for reducing harmful SOx emissions and protecting air quality and human health. Therefore, 0.5% is the correct regulatory threshold for fuel oil Sulphur content in SECAs.

A clear understanding of the shipboard hierarchy and communication protocols ensures efficient operations, proper reporting of issues, and effective emergency response.

The general alarm indicates an emergency; you must report to your assigned muster station with your lifejacket, as per ship's emergency instructions and IMO regulations.

Flying dust is the most probable cause of a particle entering the eye in a marine environment due to its prevalence during cargo operations, maintenance activities, or strong winds on deck. This highlights the critical importance of mandatory eye protection, such as safety glasses or goggles, as stipulated by company safety management systems and STCW personal safety training requirements to mitigate such preventable injuries.

The correct action is to immediately stop the propellers to prevent injury to the overboard person and deploy a lifebuoy on the nearest side to mark the location and aid their buoyancy. This procedure aligns with SOLAS and STCW requirements for man overboard situations, prioritizing the rescue of the casualty and the safety of the vessel's machinery. Promptly stopping the engines is crucial as rotating propellers present an immediate and severe hazard to anyone in the water.

When charging a 100 amp-hour lead-acid battery, the charging source should provide approximately 2.5 volts per cell, ensuring a sufficient voltage difference for effective charging while minimizing the risk of overcharging and damage. This voltage setting is critical for maintaining battery health and longevity, adhering to established marine engineering standards for safe and efficient battery operation. Overcharging can lead to excessive gassing and thermal runaway, jeopardizing safety and equipment integrity.

PPE is essential for minimizing exposure to workplace hazards that can cause serious injuries or illnesses, ensuring crew safety.

When entering dangerous spaces, robust safety protocols are mandatory, making communication checks a vital prerequisite. Option C states communication is never checked, directly contradicting the fundamental requirement for effective communication and standby arrangements stipulated by SOLAS and STCW to ensure rescue and immediate assistance in case of emergencies. Therefore, the statement that communication is never checked is the incorrect precaution, and thus the correct answer to the question about irrelevant precautions.

Option A is correct because the comprehensive preparation of written documents, encompassing drafting, review, and formal distribution, inherently requires a significant investment of time. In the demanding maritime environment, where swift decision-making and rapid communication are often critical for immediate operational safety and efficiency as mandated by SOLAS and STCW, this time consumption can be a distinct disadvantage, potentially delaying urgent actions or diverting attention from critical real-time duties.

The windlass is strategically located on the forecastle, the forwardmost part of the main deck, because its primary function is the efficient and safe handling of the anchors and anchor chain. This positioning directly above the hawsepipes ensures optimal mechanical alignment and operational control for heaving up and letting go anchors, which is a fundamental principle of ship design and safe seamanship practices. This placement is critical for compliance with operational safety standards during anchoring maneuvers, reflecting established marine engineering and maritime safety requirements.