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THIS DOCUMENT HAS BEEN COMPILED BY BILL DERNIER AND IS HIS PROPETY. IT MAY NOT BE REPRODUCED OR
SOLDWITHOUT HIS EXPRESS PERMISSION.billdernier@telkomsa.net. Corrections and comments are welcomed.
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ORAL QUESTIONS WITH ANSWERS FOR THE DECK OFFICER
DECK OFFICER ORAL ASSESSMENT SYLLABUS
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OFFICER OF THE WATCH OF A VESSEL OF 500GROSSTON OR MORE ON UNLIMITED VOYAGES
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ANNEX 5 of Marine Notice No. 23 of 2007. Level 3assessments (Deck): Guidance for SAMSA oral examinations
This document is in the main a revision of what you learnt at maritime school and what you have beenintroduced to at sea. It has 470 questions and 100 pages.
TOPIC ONE: COLLISION REGULATIONS1 General
(a) Application of Rules, definitions, Rule 2(b)(b) Look out and safe speed(c) Risk of collision, scanty information and action taken to
avoid a collision(d) Narrow channels and Traffic Separation Schemes
2 Lights, shapes, fog signals and additional signals
(a) Lights, shapes and fog signals of all types of vessels. Models or cards shall be used for this part of theexamination.(b) Arc and
range of visibility of lights for various lengths and types of vessels. Details of shapes
3 Conduct of vessels in sights of one another
(a) Responsibilities between vessels, action of give way and stand on vessels(b) Action to take to avoid collision by use of models
for all cases including end on, crossing and overtaking(c) Action to take when in a multiple vessel situation by use of models(d)
Describe the procedures for routine navigational and collision avoidance manoeuvres
4 Conduct of vessels not in sight of one another
(a) Thorough knowledge of Rule 19(b) Single and multiple vessel collision situations in restricted visibility
5 Annexes to Collision Regulations
(a) Distress signals(b) Positioning of lightsTips for the exam room:
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When overtaking another vessel, whether in sight of one another or when in restricted visibility, take the shortestpossible route to
get back onto your original track and go around his stern.
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Masthead lights, if its a length light for a vessel towing or a length light for the vessel then the arcs of visibility is225 degrees most
candidate think towing masthead lights are 360 degrees
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When doing alterations in an Oral Exam make sure what type of visibility you are in as they can have differentanswers, for example
a vessel 40 degrees abaft your starboard beam in good visibility means you have to stand-on if he is overtaking, but if its restricted
visibility and the bearings are steady in both situations then you have tomake an early and bold alteration to port
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Most Rules are worked through Lights and Alterations
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Rule 13 is a common mistake, Listen to the amount of degrees abaft the beam the captain gives you, 22.5degrees or less abaft the
beam is a crossing situation you have to be MORE than 22.5 degrees abaft the beamto be overtaking.
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Rule 18d part (i) explains what should be done to stop the vessel constrained by her draught going aground andcausing a major
ecological disaster.
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If you're the give way vessel, then alter towards the stand-on vessel But if you're the stand-on vessel, NEVERalter towards the give
way vessel.
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The examiner will take you the lights in the following order:(1) What vessel are you looking at?(2) Is this vessel underway or not?(3)
What is the vessels fog signal?(4) What is the vessels daytime signal?(5) What are the arc of visibility of the lights?(6) What are the
vertical and horizontal distance between the lights?
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1.
a. Two 1½ hour sessions/day with “RuleMaster Pro 4” to polish knowledge on rule of the road.
b. Use of radar plotting sheets to understand Rule 19.Hereafter some general questions, but only a limited number.
2.How are the followingbuoys colour coded?1. Safe Water mark
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2. Isolated danger mark -3. Special mark -4. Starboard hand mark -5. North cardinal mark-6. Preferred channel tostarboard mark
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Safe Water
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A red buoy with narrow vertical white stripes
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Isolated danger
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A black buoy with wide horizontal red bands
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Special
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A yellow
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Starboard hand
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A green buoy
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Port hand
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A red buoy
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North cardinal
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A black buoy with the bottom half painted yellow
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South cardinal
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A black buoy with the upper half painted yellow
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West cardinal
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A yellow buoy with a broad horizontal black band in its middle
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East cardinal
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A black buoy with a broad horizontal yellow band in its middle
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Preferred channel to starboard
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A red can buoy with a broad green band in itsmiddle
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Preferred channel to port
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A green conical buoy with a broad horizontal red bandin its middle.3.
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Preferred channel is tostarboard
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A red can
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A west cardinal mark
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Two black cones points together
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An isolated danger mark
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Two black balls, one above the other
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A port hand mark
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A red can
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A south cardinal mark
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Two black cones, one above the other, points down
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A safe water mark
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A red ball
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An east cardinal mark
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two cones bases together, the apexes pointing away.
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A west cardinal mark
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two cones apexes together.4.Describe forIALA Area Bthe top-marks for thefollowingbuoys:
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A port hand mark
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A green can
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Preferred channel is toport.
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A red cone point up.
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A starboard hand mark
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A red cone point up
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An emergency wreckA blue and yellow Saint Georges cross.5.What is the difference between an Isophaseand Occulting light
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The Isophase light has equal periods of light and darkness
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The Occulting light has periods of more light than dark.6.Can a vessel engage in fishing in a trafficlane?
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Yes she may, provided she does not impede the safe passageof a vessel following the lane.
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Prudent seamanship would stop her fishing in the lane as shecould become hampered by her gear when she is required tomove
out of the way of a vessel following the lane.7.Describethe lightsof thefollowingbuoysPort hand mark
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Any flashing red light except for Gp Fl (2+1)RPreferred channel is to port
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Gp Fl (2+1)GA south cardinal mark
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VQ(6) + L Fl 10s or Q(6) + L Fl 15s. coloured whiteAn isolated danger mark
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Fl (2) whiteA special mark
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Any rhythm except that of the white lights, coloured yellow.A safe water mark
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Isophase or Occulting or L Fl 10s or Morse ―A‖ coloured white

8.When approaching a landfall the OOW sightsahead the lights for a vessel aground. Whataction must the OOW take?
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Call the master
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Stop the engines and take way off the ship
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Fix the position of the ship by one or two different means andconfirm that the vessel is in the right position
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Confirm the depth of water under the keel.
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Using the AIS confirm the grounded ship‘s identity and

communicate with her. Establish her draft and the dept ofwater she is lying in.
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It is assumed the master now has the conn and the vessel willbe navigated away to safety.9.What signals could a vessel
aground sound to provideadditional warning of her predicament.The flags or Morse signals :
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―U‖ you are running into danger

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―L‖ you should stop your vessel instantly.

10.When is a vesselunderway?When she is not at anchor, aground or made fast to the shore11.What do you understandby "fully
appraisal of thesituation and of risk ofcollision"?As officer of the watch (OOW) you must constantly be aware of what is happening
onyour on vessel and what is going on outside your vessel around you.This includes:1. On your own
vessel.You must constantly know your exact vessel position and be awareof all dangers to navigation you are going to encounter,
such as banks, shallows,rocks, wrecks, buoys, etc.When you take over the watch, you check your position on the chart and
according toyour speed you determine the way you will run during the watch. You also study alldangers you may encounter. You
then make a photostat copy in your mind of thatportion of the chart which will allow you to anticipate what and when you will see
and/ormeet obstacles. You need to check and plot a new fix at a regular intervals.You need to be well acquainted with the
atmospheric and hydrographic elementsduring your watch.You need to know direction and force of the wind and state of the sea at
all times. Thedirection and speed of current.At all times, check the depth of water available and check for shallows and banks.They
can produce bank suction, squat or sheering which may influence steeringcapacity and reduce the speed.If there is any risk
of collision, check if the engines are ready for use and at night,check if your navigation light is burning. Also check is the radar is
operational or at-least on stand by.Make sure the assistance watch keeper is on the bridge so that you can immediatelyswitch over
from automatic to manual steering.2. Outside the vessel around you.When you see any potential treat or a definite risk of
collision from other vessel, takethe following precautionary measures:i. Radar plotting for data acquisition - course and speed.ii.
Regular compass bearing.iii. Check how the vessel behaving. Is the vessel is keeping a steady course orsheering.iv. Sounding the
appropriate sound signal or make light signal with aldis lamp.v. Be aware of interaction between vessel if you are following a parallel
course.12.
A ―standon‖
vesselmust
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Maintain course and speed
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Take avoiding action by her action alone when it becomes obvious that the ―give way‖ is not taking
action or sufficient action to avoid a collision
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Her action must that as will best avoid collision
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She shall not alter course to a vessel on her port side13.
The ―give way‖ vessel
mustTake early and substantial action to keep well clear14.When is a vesselallowed to move awayfrom the starboard sideof the
narrow channel orfairway?
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When the draught makes it necessary
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In case of bank suction
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For obstacles on the starboard side
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Vessel aground
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Vessel at anchor
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Vessels engaged in certain operations
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To join another fairway
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To call at a harbor
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15.What precautionarysteps can you take ifwithout apparent reasonan incoming vessel doesnot keep to thestarboard of the
channelor fairway?
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Give warning signal
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Keep to starboard side as is safe and practicabl
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Reduce speed
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Take all way off16.What 4 actions can youtake to avoid a collision?(i) an early and bold alteration of course, as long as you do not
put your vessel intoanother close quarter situation/risk of collision with another vessel(ii) slow your vessel down(iii) stop your
vessel(iv) come astern with your vessel17.If you make an alterationof course, what haveyou to watch out for?That it has the desired
result and that you do not put yourself into a close quartersituation with another vessel.18.Discuss how action toavoid collision
should betaken.In accordance with the Rules, positive, made in ample time, with regard to goodseamanship.19.In relation to the
abovequestion, what doesgood seamanshipmeans?This requires that the action:
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Shall be effective, made early, be apparent to the other vessel.
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With regard to existing dangers to navigation that the necessary signals shall begiven.
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The new course shall be followed without yawing.20.Define the term "safespeed"?A safe speed whereby a collision can be
avoided.It depends on - Circumstances and conditions at the time and it applies to All vessels:power-driven vessels and sailing
vessels.21.Which factors shall betaken into account by allvessels in determining asafe speed?By all vessels:
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The state of the visibility
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The traffic density including concentrations of fishing vessels or other vessels
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The manoeuvrability of own vessel; with particular reference to the stoppingdistance and turning ability in the prevailing conditions
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At night the presence of background light such as from shore lights or back scatter
of the vessel‘s own lights
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The state of the wind, sea and current, and the proximity oif navigational hazards
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The draft in relation to the available depth of water.Additionally, by vessels with operational radar:
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The characteristics, efficiency and limitation of the radar
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Any constraints imposed by the radar scale in use
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The effect on radar detection of the sea state (sea clutter), weather (rain clutter)and other sources of interference
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The possibility that small vessels, ice, and other floating objects may not bedetected by radar at an adequate range
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The number, location and movement of vessels detected by radar
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The more exact assessment of the visibility that may be possible when radar isused to determine the range of vessels or other
objects in the vicinity.22.Which factors shall betaken into account withregards to
trafficdensity?- Light or heavy traffic areas- Traffic separation schemes- The number of fishing vessels in the vicinity- A convoy of w
arships- Number of vessels fishing in the area- Vessels at anchor23.Which are the factorsthat determine themanoeuverability
ofvessel?- Type of engines (steam, diesel, turbine, etc)- Power of the engine- Stopping distance- Turning circle- Fast or slow vessel
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- Manoeuvrability with regard to: condition of loading, draught and trim24.Enumerate the maincharacteristics whichdetermine the
efficiencyof a
radar.- Range performance- Minimum range- Diameter of PPI- Scale of display- Plotting facilities- Range accuracy- Heading indicat
or- Bearing accuracy- Azimuth stabilization25.
What ‗day signal‘ must a
vessel display whenlying to her anchor?
A vessel at anchor must display a ‗black ball‘, in the fore part of the vessel, where it
can best be seen. The ball shall be not less than 0.6m in diameter26.What is the differencebetween manoeuvringand fog signals?
Manoeuvring signals are made by vessels in sight of one another and fog signals aremade in conditions of restricted visibility where
the vessels are not in sight of oneanother27.Define Rule 2-Responsibilities?That everybody is responsible for any action
taken aboard a vessel, and if involved in acollision then both parties are at fault, because the stand-on vessel did not use rule 7risk
of collision and rule 8 Action to avoid collision.28.What is the aim of Rule2?It emphasizes the need for safetyIt requires strict
compliance with the RulesIt requires safety measures be taken with good seamanship and the consideration ofparticular
circumstances29.What are goodseamanship and specialcircumstances?Good seamanship means:
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Strict observance of all COLREGS requirements
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Taking measures to avoid collision based on knowledge and on experienceThus:Observance of the RulesProfessional conduct in
circumstances not covered by the Rules30.Give a few examplesregarding negligence incomplying with therules?
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Not maintaining a proper look-out
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Not keeping a safe speed when necessary
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Not using all available means to avoid collision
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Not taking bearings
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Not making a proper use of radar
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Not keeping to the Stb.-side of a narrow channel (if possible)
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Not making a proper use of a traffic separation scheme
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Not observing the Steering and Sailing Rules
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Not carrying the correct lights and shapes
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Not sounding the fog signals31.Give some examples ofprecautionary measuresrequired by goodseamanship or byspecial
circumstances.Check if the lights are really burningAvoid yawing when required to keep on courseAnswer any signal requiring an
answerSound the required fog signalsSound the required manoeuvring signalsKeep clear of a vessel at anchorReduce speed in
shallow watersAvoid inappropriate use of mobile phonesAct with your experience and common sense32.In which circumstancesis
one allowed to departfrom the Rules?
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To avoid immediate danger such as:Dangers to navigation and risk of collision (shallows, wrecks, etc.)Special circumstances (last
minute action)Limitations of vesselsMeeting a convoy of warshipsMeeting submarinesMeeting a seaplane taking off or landing
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Meeting a WIG craft taking off or landing33.It is appropriate to makea personnel call on yourmobile phone or to listento your i-pod
while onwatch?No. You are failing to keep a proper watch if you are busy on your mobile phone or ifyou have your attention
distracted while listening to your i-pod. .34.Would you consider acomplete steering gearfailure in narrow channelto be an
immediatedanger?Yes. As soon as the vessel is not under command (NUC), take all precautionaryactions/measures such as
showing the NUC lights or shapes and sounding the sound
signal ―U‖ (You are running into danger). Reduce speed or stop the vessel by applying
astern propulsion and hold the anchors ready to stop the vessel more drastically ifnecessary.35.Would you consider agive-way
vessel at adistance of 5 nauticalmiles to be animmediate danger?No. But depending on the size, speed and course of the give-way
vessel (which can beassessed on the radar), extra vigilance is required especially if your own vessel is alsorather large and fast with
a stopping distance of 2 to 3 nautical miles.If at a distance of 2 to 3 nautical miles (depending on the circumstances) the give-
wayvessel does not show any incentive to alter course, I would start to take someprecautionary measures such as sounding a
warning signal. If the give-way vessel stilldoes not react, I will, in due course, seriously consider applying Rule17 and takingaction
myself, such as reduce speed, stop engine, apply astern propulsion and altercourse.If I do not feel confident about the
situation because it looks too complex or I still lack ofthe necessary experience, I will immediately inform the master.36.What is the
fog signalfor a vessel at anchor?
A vessel at anchor, in fog, will sound a rapid ringing of the ship‘s bell, in the forepart of
the vessel for a period of about 5 seconds, at intervals of not more than 1 minute. If thevessel is more than 100m in length, the bell
signal would also be followed by the gongsignal, in the aft part of the vessel37.While on watch during acoastal passage, yousight a
vessel aground,on a bearing ofapproximately one pointoff the port bow. Whataction would you take?As the OOW, I would plac
e the engines on ‗stand
-
by‘ and the situation may make it
necessary to take all way off my own ship. My subsequent actions would include:(a) Advising the Master of the situation of the
vessel aground.(b)
Carrying out a ‗chart assessment‘ to include my own ship‘s position and the position
of the vessel aground.(c) Switch on the echo sounder and note the Under keel Clearance.(d) Position lookouts and turn from auto
pilot to manual steering.(e) Communicate with the vessel aground, with station
identification, obtaining the
draught of the aground vessel and the time of grounding.(f) Carry out an assessment of the extent of the shoal that the vessel has
run agroundon.Note: Once the Master was present on the bridge it would be normal practice for him to
take the ‗conn‘ but he would equally expect a detailed report from the OOW
38.List 10 internationallyrecognized distresssignals.(The V sheet or V flag isan Australianrecognized distresssignal. It means I
requireurgent assistance)
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POSITION OF LIGHTS
Masthead lights:
1. For v/l > 20m - The fwd light or if only 1 light is carried: at a height of < than 6m above the hull and if the B of thev/l > than 6m,
then at a height of < than B but never >than 12m.2. When 2 lights are fitted: after light at least 4.5m higher than the fwd light: but
always that these lights are seenseparately when viewed at sea level from 1000m ahead.3. For v/l >12m but <20m: the height
above the gunwale of < than 2.5m.4. For v/l <12m: can be < than 2.5m above the gunwale, but the separation between light and
sidelights shall be atleast 1m.5. For v/l towing; one of the 2 or 3 lights to be in the same position as the fwd or after light; however if
on aft mast,lowest light to comply with B above.6. Clear and above all other lights and obstructions.7. The horizontal
distance between the lights not < than ½ L of the v/l but > than 100M.8. The fwd light not > than ¼ L from the stem.9. If one
masthead light: Then it must be forward of amidships. For v/l < than 20m, need not be fwd of amidshipsbut as forward as is
practicable.
Sidelights:
10. Height above the hull > than ¾ the height of the fwd masthead light.11. If a combined lantern on a power v/l <20m, not < than
1m below the masthead light.12. Not so low that they can be interfered with by deck lights.
13.
Power driven v/l >than 20m: may not be placed fwd of the masthead light and near the sides of the v/l.
All round lights in a vertical line:
14. For v/l > than 20m: vertical spacing at least 2m. Lowest light at least 4m above the hull.15. For v/l < than 20m: vertical spacing
at least 2m. Lowest light at least 2m above the hull.16. If more than 2 lights carried, then equally spaced.17. For a fishing vessel the
lower light shall be above the sidelights a distance of at least twice the verticalseparation of the all round lights.
Anchor lights:
18. If 2 anchor lights are carried, the forward anchor light shall be not< than 4.5m above the after light and theforward anchor light
shall be not < than 6m above the hull.
Minimum range of visibility in nautical miles:Length
>50m >20m - <50m >12m - <20m < 12mMasthead 6 miles 5 miles 3 miles 2 milesSidelight 3 miles 2 miles 2 miles 1 mileSternlight 3
miles 2 miles 2 miles 2 milesTowing light 3 miles 2 miles 2 miles 2 milesWhite, red, green or yellow all round lights 3 miles 2 miles 2
miles 2 miles
Shapes:
1. Always black2. All diameters 0.6m and cones to have a height of 0.6m3. Vertical distance between shapes at least 1.5m4. For
vessels <20m in length; distance apart may be correspondingly reduced.
TOPIC TWO: INSTRUMENTATION1 Understand and read the barometer, barograph, hygrometer, hydrometer.
(a) Read the atmospheric pressure as indicated by an aneroid barometer, applying corrections as required.(b) Understand the
principle and function of a barograph(c) Understand the term barometric tendency and able to estimate this from a barograph(d)
Understand the factors which will affect the accuracy of data provided by the wet and dry bulbhygrometer and hence able to state
the factors to determine the best position for the instrument(e) Use tables to determine relative humidity and dew point and the use
thereof to predict fog(f) Understand the principle of the hydrometer, the corrections of the readings and practicalapplication thereof
2 Gyro and magnetic compasses
(a) Maintenance, the care of and use of an azimuth mirror
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(b) Name the principal parts of the binnacle(c) Eliminate bubbles within the bowl of a liquid compass(d) Care of the magnetic
compass, periscope and associated lenses(e) Basic knowledge of correctors and importance of not disturbing them(f) Application of
gyro error to courses steered and bearing measured(g) Understand the follow-up system to the gyro repeaters(h) Understand the
adjustments for latitude and speed and use of gyro in high latitudes(i) Procedures for changing from auto pilot to hand steering and
overriding of the auto-pilot(j) Tendency of auto-pilot and analysis of the data recorded
3 Electronic Navaids
(a) Practical use of radar including ARPA, Echo Sounders, GPS systems, Logs, VDR‘s, AIS‘s,ECDIS, Manoeuvring
Indicators, EPIRBS and SARTS.
4 Sextant and Chronometers
(a) Ascertain the chronometer error using an appropriate radio signal or other source of accurate time(b) Care and proper record
keeping of chronometer(c) Correctly read a sextant both on and off the arc(d) Detect and correct one or more of the errors and the
order in which to do so(e) Find the index error of a sextant using the sun and comparing this value to the tabulated SD to
determineaccuracy of the observation.(f) Other methods of finding the Index error, horizon and stars(g) Apply the error to the
measured sextant altitude(h) Knowledge of the reasons why a sextant altitude to any heavenly body is taken and how this can be
used toobtain a position with one or more sights38. Describe how ananeroid barometerworks?
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Ues a small, flexible metal box called ananeroid cell.
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Cell is made from an alloy of beryllium andcopper.
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Cell is partly evacuated is prevented fromcollapsing by a strong spring.
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Small changes in external air pressurecause the cell to expand or contract.
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This expansion and contraction drivesmechanical levers such that the tiny movements ofthe capsule are amplified and displayed on
the face of the aneroid barometer.
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Many models include a manually set needle which is used to mark the currentmeasurement so a change can be
seen.39. What (and why)corrections aremade to an aneroidbarometer?
ALTITUDE:
Add 1 hecta-pascal for every10m the barometer is situated above sea level.
INDEX ERROR:
Found on the barometer in the form of a note from an observationstation. Can be a fixed amount, plus or minus.Some barometers
are fitted with an adjustment screw for adjusting the index error to zeroand if the barometer is in a fixed position, the altitude error.
TEMPERATURE:
There is no correction as the construction of the internals compensatesfor
temperature.40. The barometer onboard your vessel is registering apressure of 1016hPa. The height of the instrumentabove sea-
level is 20 metres. The last recorded Indexerror is 2mb low. What will be the corrected reading atsea-level?
Barometer reading 1016 hPaHeight correction + 2 hPa 1018 hPaIndex Error low 2 hPaCorrected reading at sea-level 1020 hPa41.
What do you understand by the term ―the tendency ofthe barometer‖?
The change of atmospheric pressure during the last few(generally three) hours before a regular
observation.42. What weather can you expect from arapidly falling barometer reading?A sudden drop in atmospheric pressure over
a few hours oftenforecasts an approaching storm, which will not last long, with heavyrain and strong
winds.43. What weather can you expect from aslowly rising barometer reading?A large, slow and sustained rise in pressure
forecasts a long period ofgood weather is on its way.44. What information can you obtain from a The barometric tendency.
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barograph?
45.
What are the signs of a TropicalRevolving Storm?Firstly you must be the area of the Tropics and in the correct seasonfor formation
of TRS in the area.
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The pressure change such as diurnal variation is 3mb below themean for the time of year in that area and if the pressure is
5mbbelow mean for the time of year in that area, then is a TRS in thearea.
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The clear change in wind direction
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The sudden appearance of a long low swell, usually in thedirection of the TRS.
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Cirrus clouds trailing in the approximate direction of the TRS.46. State the rules for determining thedirection of the centre of the
TropicalRevolving Storm and for determining thepossible quadrant you are in?Identifying y the centre of the TRS.
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Face the wind & as per buys ballot‘s theory, TRS‘s centre will lie 8
to 12 points on starboard side in northern hemisphere & port sidein southern hemisphere.Identifying the qadfrant.
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In northern hemisphere wind veers means you are in thedangerous semicircle & backs means you are in the navigablesemicircle.
In the southern hemisphere the effects are vice versa.
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If the wind is steady means you are in the path & this applies toboth hemispheres.47. How will you receive a warning about aTRS
in the area?TRS warnings are received via Sat.C, radio telex, navtex & weatherfacsimile. Also the obligatory storm warnings from
the coastal radiostations and other ships in the
area.48. Describe the path and speed of a TRS? Normally in northern hemisphere it moves West-northwest directionuntil 20
degrees latitude then re- curves to North-easterly direction. Itsinitial speed may be 10 to 15 knots & after curving it will drop
thenincrease up to about 25 knots. In southern hemisphere TRS moves inWest-south west direction until 20 degree latitudes then
re-curves toSouth-easterly direction.49. Is there any guarantee that a TRS willfollow the predicted pathThe movement or the path of
the TRS can be predicted, but there isno assurance that TRS will follow the exact predicted path.
Sometimes in both hemispheres TRS‘s continue in direction without
re-curving or they make loops, sometimes even becoming stationeryfor a short period.50. How does ahygrometer workand why is it
foundinboard vessels?
This comprises a dry and wet bulb thermometer, housed in a Stevenson‘s Screen.
With the difference between the wet and dry bulbreadings and the dry bulb reading, we could obtain thedew point temperature of the
air using ourmeteorological tables. Should the recorded sea-surface temperature be lower than thedew point temperature of the air,
then fog would be imminent.51. For what are thefollowing pieces ofelectronic equipmentused?
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Gyro compass - for direction. Points to true north or close to true north
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Magnetic compass
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for direction. Points to magnetic north and when installed on theship, compass north
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Radar
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Used for collision avoidance and coastal navigation
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Echo sounder
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to determine the depth of water
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
VHF radio
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short range radio communications
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GPS
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A satellite receiver for position fixing
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SART
–
A portable transmitting beacon used for indication a distress position on radar.

ECDIS
–
Electronic chart display and information system. Has a VDU displaying an
electronic chart. The vessel‘s position can be displayed on the chart.

EPIRB
–
A portable emergency position indicating radio beacon used for transmitting adistress signal via a satellite system which determines
the position for the beacon forrescue services.

AIS
–
Automatic ship identification system. Transmits own ship‘s data and receivesdata from other ships giving basically the ship‘s name,
nationality, call sign, po
sition,course and speed.52 Using the table below calculate the dew point for the following readings:1. Dry bulb = 22ºC and the wet
bulb = 18ºC. (answer = 16ºC)2. Dry bulb = 19ºC and the wet bulb = 18ºC. (answer = 17.5ºC)3. Dry bulb = 15ºC and the wet bulb
= 15ºC. (answer = 15ºC)4. Dry bulb = 26ºC and the wet bulb = 21ºC. (answer = 18ºC)53. What is theadvantage of amagnetic
compassover the gyro?Loss of power to the gyro will shut it down while the magnetic compass will continue
tofunction.54 Where (and why)should the magneticcompass beinstalled?
Ideally, the compass should be installed on the vessel's centre line so that deviatingmagnetic forces are mostly
symmetrical around the compass.
55. Explain briefly thepurpose of the

Magnets are aligned fore and aft and athwartships to create horizontal magnetic fieldsto compensate for the permanent horizontal
components of the ship's magnetism.
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correctors in thebinnacle.

Soft iron correcting spheres or plates and the Flinders bar compensate for the inducedmagnetism caused by the effect the earth's
magnetic field has on the ship'smagnetism.

Heeling error magnets compensate for the vertical component of the ship's magnetism.56. What is a standardcompass and
asteering compass?All ships must have a standard magnetic compass so sited as to have an uninterruptedview of the horizon as far
as is possible for navigation by taking bearings. The steeringcompass is a magnetic sited so that the helmsman can steer the ship
by it.57. Name the parts ofthe compassbinnacle and explaintheir functions.58. How is it that themodern ship hasone
magneticcompass and nottwo as is required bylaw?T
he ‗standard‘ compass
can take the role of a
‗steering‘ compass if it can display the heading at the
main steering station.
The common arrangement of the ‗standard‘
compass on the compass deck with a projectiontube to the wheelhouse below satisfies the compassregulations.Onmodern vessels,
the ability to take
bearings from the ‗standard‘
compass is not foremost in
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operational requirements.The modern role for the magnetic compass is more for testing the integrity of a gyrocompass and
providing an emergency heading reference should the gyro fail, effectively, a
‗steering‘ compass in front of the helmsman.
59. When would thecompass be swungand adjusted?

After periods of lay up

When a new compass is installed

When deviation exceeds 5 degrees

On a new vessel or in a new area of operation

After trauma, such as lightning strike, grounding, fire, etc

When compass performance is unsatisfactory or unreliable

When a record of compass deviation has not been maintained

After alterations and additions to vessel's structure and equipment

After repairs involving welding, cutting, grinding, etc which may affect the compass

When electrical or magnetic equipment close to the compass is added, removed oraltered

When compass deviation does not appear to correspond with that shown on deviationcard
60. How would you care

for the ship‘s
magnetic compass?

Keep it clean with soft soap and fresh water.

Keep the hood (cover) on when it is not in use.

Keep the periscope mirrors and magnifying lenses clean with a soft cloth.

Record the position of correctors in the compass book and on the deviation card.

Never move the correctors.

Adjustments should be made by a compass adjuster.

The date of any adjustment and other details should be noted in the compass deviationbook.

Repairs should only be made by a compass manufacturer or other competent personusing proper test facilities.

can affect the performance of a compass. Care should be taken to ensure that portableelectrical equipment (e.g. radios and tape
recorders) or items made of steel are keptaway from the compass position.

If a spare magnetic compass bowl is required, then it should be carefully stowed togetherwith its gimbal units away from the bridge
structure so that they are unaffected by anycasualty disabling the bridge.

Remove bubbles in the bowl by turning the compass bowl on its side. Remove the plugwhich should be uppermost. Tap the bowl to
bring all bubbles to the plug. Use a syringeand inject the correct liquid. (Can be determined from the man
ufacturer‘s manual). When
full, insert the plug and return the bowl to the horizontal. Check all bubbles removed.61. How does a GPScompass and aFluxgate
compasswork?

GPS Compass - comprising 2, or preferably 3, antennas aligned symmetrically fore andaft, will show the ship's heading, in either
true or magnetic form, and is normallyaccurate to within +/- one degree on a steady heading. As with all satellite derived data,it is
vulnerable to signal error and reliant on a supply of electricity.

Fluxgate Compass - uses a number of electrical coils wound on a magnetic core todetect its alignment with the magnetic meridian.
It will also detect any other magneticfields around it and is therefore as susceptible to deviation as the standard
compass.62. How does a gyrocompass work?The essential part of a gyro compass consists of a spinning wheel. The spinning
wheel, somounted that it has freedom of movement about three mutually compass perpendicularaxes, is known as a gyroscope.The
gyroscope has two fundamental characteristics:.

'Gyroscopic Inertia', or 'rigidity in space‖, is the tendency of any rotating body to

preserve its plane of rotation.

'Precession', is that property which, when a couple is applied, causes thegyroscope to move, not in the direction of the couple, but
in a direction at rightangles to the axis of the applied couple, and also at right angles to the axis of thespinning wheel.
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The wheel, under the influences of the earth's rotation and gravity is so controlled that itsaxis of spin settles parallel with the true
meridian. It then becomes known as a gyrocompass.With these two properties, and by the utilization of the Earth's two natural
properties,rotation and gravity, the gyroscope can be made 'north-seeking'.Once it has settled on the true meridian it will remain
there indefinitely, so long as theship's electrical supply remains constant, and no external forces are permitted to disturb
it.63. How would youmaintain a gyrocompass?
Follow the manufacturer‘s instruc
tions in the manual.Never attempt repairs yourself.
Call in the manufacturer‘s agent.
67. What is a gyrorepeaterGyro repeatersmounted on thebridge wings arelocated in standssomewhat similarto the binnacle.These
instrumentsdisplay directional information on the basis of electrical signals received from the ship'smaster gyrocompass. Gyro
repeaters on the bridge wings are used in taking bearings onobjects outside the ship. Movable sighting vanes on the face of the
gyro repeaters areaimed at the object in the same manner in which rifle sights are lined up. True bearings areread directly by
observing the degree on the compass card with which the crossbar of thesighting vane lines up.68. How does a gyrorepeater work?

A transmission system is used to transmit the heading of the Master Gyro-Compass to all repeater compasses.

It consists of a transmitter attached to the lubber ring of the Gyro-Compass,connected electrically with the repeater motor mounted
in the casing of eachrepeater compass.

The repeater compass consists of a small d.c. step-by-step motor mounted in acasing. The motor drives a compass card which is
read against a lubber linesecured to the casing.
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69. What errors is a gyrocompass subject to?Gyros suffer from 2 adjustable errors. They are latitude error and steaming error.
Latitude Error :
The design and construction of the individual compass will determine themagnitude of this error. The damping error is proportional
to the tangent of the latitude, asthe latitude approaches 90° the tangent approaches infinity.The error maybe large in higher
latitudes, typical values are:Latitude45°-1.5°;Latitude60°-2.5°;Latitude75°-5.0°Latitude error is a property only of gyros with mercury ballistics, and
is easterly in northlatitudes and westerly in south latitudes. This aspect of design involves slightly offsettingthe ballistics according to
the operating latitude, upon which the correction is dependent.As latitude changes, the error becomes apparent, but can be
minimized by adjusting theoffset.
Steaming error also known as Course Latitude and Speed Error: Speed error
iscaused by the fact that a gyro compass only moves directly east or west when it isstationary (on the rotating earth). Any
movement to the north or south will cause thecompass to trace a path which is actually a function of the speed of advance and
theamount of northerly or southerly heading. This causes the compass to tend to settle a bitoff true north. This error is westerly if
the vessel's course is northerly, and easterly if thecourse is southerly. Its magnitude depends on the vessel's speed, course,
and latitude.This error can be corrected internally by means of a cosine cam mounted on the undersideof the azimuth gear, which
removes most of the error. Any remaining error is minor inamount and can be disregarded.
The modern day compass has automatic correcting
. Some even make use of a GPSreceiver to feed in speed and latitude for the gyro to automatically correct itself. Howeverthis
system is not foolproof as shown by an incident on the trailing suction dredger
―Gerhadus Mercator‖.
Korea, 2003, vessel experienced sudden hard over rudder, with the ship on auto-pilot.After a few seconds the rudder returned to
midships. This happened quite a few timesduring that week. Pretty dangerous stuff; should'nt give hard over rudder with engines
fullahead and a loaded ship. It's not healthy for the rudders, and the ship lists too much forease of mind.

It was a mystery.

Eventually we found out that:

·
The gyrocompasses switchbox gets a latitude and speed input from the GPS- receiver.
·
From this input the gyro-compass system calculates automatically the lat.-speederror, and applies this error to the gyro-course.
·
The GPS experienced irregular short blinks, with large position jumps in the GPS.GPS calculated the ship's speed as 50 knots,
catching up with the faulty positions.(*)
·
This data was sent to the gyrocompass,
·
which calculated the lat.-speed error instantly as 10º
·
the gyro applied this error, all in a matter of microseconds,
·
and the autopilot gave hard over rudder, as the ship was 10
⁰
off course, in aninstant(*) The glitches in the GPS-position may have been caused by the mountaineous terrain,maybe blocking
GPS satellite signals close by land. Who knows?
70. What are therequirements aroundthe changeover fromhand steering toautopilot and viceversa.

The autopilot should always be used with caution, after a proper assessment of thesituation and its safe use depends on the OOW
being completely familiar with theequipment, its capabilities and limitations.

It is therefore of great importance for the OOW to know exactly how the systemfunctions.

This is determined from the steering system operating manual and the company‘s
procedures manual.

The OOW would ensure that the navigational situation has been assessed before the
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autopilot is engaged.

When the autopilot is used for extended periods, hand steering shall be tested onceevery watch.

Any change between automatic and manual steering modes has to be supervised bythe OOW.

Whenever there is a change over either between steering methods (autopilot to hand),or between steering positions (e.g. from the
centre consul to the bridge wing control), it
is imperative that confirmation of the ‗take over‘ is verified by making a small alteration
of course.

Whenever the autopilot is used, it must be possible to establish manual control within30 seconds, and a qualified helmsman shall
be ready at all times to take over themanual steering.

Manual Steering is to be engaged in good time before any potential close
quarter‘s
situation.

Masters are to ensure that instructions are issued to the OOW to specify the minimumpassing distance at which another vessel
may be passed whilst in automatic pilot.Sufficient safety margin should always be allowed to control the risk of a human erroror
technical failure on either ship. In any event manual steering should be engagedwhen within 0.5 miles of another
craft.71. What is autopilottendency and how isit compensated for?The tendency of an autopilot is to overcompensate or under-
compensate when the vesselis yawing in a rough sea and especially in a quartering sea. When over compensating ittends to use
unnecessary rudder correction to counteract yaw and when under-compensating it reacts too late to a yaw and applies too much
rudder to return the ship toher p
roper course. Both are not good as they effect the drag and so the ship‘s speed and
in the end the fuel economy.Most modern autopilots (if not all) have are of the adaptive automatic pilot type. Theautopilot
continuously monitors the ship's steering dynamics and adapts the parameters ofthe generated control signals to provide the most
efficient control of the rudder consistentwith the ship's heading and selected course. The adaptive nature of the autopilot is toprovide
minimum rudder motion, which maintains ship stability while maximizing fueleconomy.
It is important that the autopilot manual be studied to ensure proper functioning ofthe control systems installed with the
unit.
72. What informationmust a voyage datarecorder store?
• Date and Time (GPS)
• Ship‘s Position (GPS)
• Speed (Speed Log)
• Heading (Gyro Compass)
• Bridge Audio & VHF Communications
• Radar Display Image
• Water Depth (Echo

sounder)
• Wind Speed and Wind Directio
n
• Main alarms (as required by class)
-Steering Alarms-Engine Alarms-Fire Detection Alarms
• Rudder Order and Response
• Heading Keeping Information
• Engine Order and Response
• Ship Control and Indication Statuses
• Hull Openings, Watertight and Fire

Door Status (if fitted)
• Accelerations and Hull Stresses (if fitted)
73. Describe how youwould go aboutswitching on the

ship‘s radar set.

Ensure there is power to the radar set

Check scanner and no crew or personnel working near scanner

Zero all controls and switch power switch to standby
ADVERTISING
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
Select a medium range, 6 or 12 miles

When radar warmed up, go to radar operation with the standby/power switch

Turn up brilliance to suit the ambient light conditions. Not to bright

Turn up the gain until a speckled background appears and turn back slightly to removethe receiver noise from the screen

Adjust the tuning control to obtain the maximum reading on the tuning gauge (if fitted)and/or check then that small targets are
shown and that the maximum range of seaclutter (if any) is shown.

Reduce amount of sea clutter with the sensitivity time control (STC)

Radar is now set up.74. In addition to theinstructionscontained in theOperatingManual(s), users ofradar plotting aidsshould ensure
that?(i) Performance of the radar is monitored and optimised,(ii) Test programmes provided are used to check the validity of the
plotting data, and(iii) Speed and heading inputs to the ARPA/ATA are satisfactory.Watch-keepers must be fully conversant with the
operation and limitations of these plottingfacilities and should practice using them in clear-weather conditions to improve their
skills.75. Why is speed andcourse input vital inthe use of ARPA orAutomatic TrackingApparatus?Correct speed and course input,
where provided by manual setting of the appropriateARPA/ATA controls or by an external input, is vital for correct processing of
ARPA/ATAdata. Serious errors in output data can arise if heading and/or speed inputs to theARPA/ATA are incorrect. Consider the
OAW triangle. If your (WO) side of the triangle isincorrect, the course and speed of the target ship (WA) will be
incorrect.76. Why is the choice ofrange scaleimportant whenusing radar forobservation andplotting?Although the choice of range
scales for observation and plotting is dependent upon severalfactors such as traffic density, speed of own ship and the frequency of
observation, it is notgenerally advisable to commence plotting on a short range scale. Advance warning of theapproach of other
vessels, changes in traffic density, or proximity of the coastline, shouldbe obtained by occasional use of longer range scales. This
applies particularly whenapproaching areas where high traffic density is likely, when information obtained from theuse of longer
range scales may be an important factor in determining a safe speed.77. Of what use is AISinformation to youwhen shown on
theradar display?Radar displays may be equipped to display AIS target data. Such information may be usedto assist the observer in
assessing the situation and taking correct action to avoid a close-quarters situation. Watch-keepers should be aware that not all
vessels transmit AIS data.In addition it is possible that not all the AIS data displayed will be accurate, particularlydata which is
inputted manually on the target vessel.78. Why do the CollisionAvoidanceregulations call forclear weatherpractice on the useof
radar?It is important that watch-keepers should regularly practice using radar and the electronicplotting system in clear weather, as
this:

allows radar observations and the resulting electronic vectors to be checked visually;

show up any misinterpretation of the radar display or misleading appraisal of thesituation, which could be dangerous in restricted
visibility;

will keep them familiar with the process of systematic radar observations, andcomparing the relationship between radar and
electronically plotted information and theactual situation, watchkeepers will be able to deal rapidly and competently with theproblems
which may confront them in restricted visibility;Radar should be used to complement visual observations in clear weather to
assistassessment of whether risk of collision exists or is likely to develop. Radar providesaccurate determination of range enabling
appropriate action to be taken in sufficient time toavoid collision, taking into account the manoeuvring capabilities of own
ship.79. Why should radar beoperating at alltimes?

Radars are designed for continuous operation and frequently switching them on and offcould damage components.

In addition, when weather conditions indicate that visibility may deteriorate, and at nightwhen small craft or unlit obstructions such
as ice are likely to be encountered, bothradars if fitted should be operating, with one dedicated to anti-collision work. This
isparticularly important when there is a likelihood of occasional fog banks, so thatvessels can be detected before entering the
fog.80. When using radarfor position fixing

the identity of fixed objects,

the radar's overall performance,
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and monitoring, youmust check?

the gyro error and accuracy of the heading marker alignment,

that parallel index lines are correctly positioned on a suitable display, and

the accuracy of the variable range marker, bearing cursor and fixed range rings81. What regularoperational checksshould be
carriedout on the radar?1. Frequent checks of the radar performance must be made to ensure that the quality ofthe display has not
deteriorated.2. The performance of the radar should be checked using the Performance Monitorbefore sailing and at least every four
hours whilst a radar watch is being maintained.3. Check that the heading marker is aligned with the true compass heading of the
ship.4. Ensure that the heading marker line on the display is aligned with the fore-and-aft lineof the ship. This is done by selecting a
conspicuous but small object with a small anddistinct echo which is clearly identifiable and lies as near as possible at the edge of
therange scale in use. Any misalignment must be removed in accordance with theinstructions in the equipment manual.To avoid
introducing serious bearing errors, adjustment of the heading marker should notbe carried out:(i) when alongside a berth by using
the berth's alignment.(ii) using bearings of targets which are close to the vessel, not distinct or have not beenidentified with certainty
both by radar and visually82. Why is it importantto choose thecorrect stabilizationmode?1. To assess risk of collision the relative
motion of a target gives the clearest indication ofCPA and may be monitored by observing either the direction of the target's
relativetrail, or the CPA predicted by the relative vector.2. By default, relative motion will display relative target trails and true motion
will displaytrue target trails.3. Where true target trails is selected, a sea stabilised display will indicate all targets'motion through the
water. A ground stabilised display will indicate all targets' motionover the ground.4. In coastal, estuarial and river waters where a
significant set and drift may beexperienced, a sea stabilised display will produce significant target trails from all fixed(stationary)
objects possibly producing an unacceptably high level of clutter andmasking. In such circumstances a ground stabilised display may
reduce its effect andenable the observer to detect clearly the trails of moving targets, thus enhancing theobserver's situational
awareness.
5.
It should be noted that in determining a target's aspect by radar; the calculation of itstrue track is dependent on the choice and
accuracy of the own ship's course and speedinput. A ground-stabilised target plot may accurately calculate the ground track of
thetarget, but its heading may be significantly different from its track when experiencingset, drift or leeway. Similarly, a sea
stabilised target plot may be inaccurate when ownship and the target, are experiencing different rates of set, drift or leeway.
6. It should be noted that the observed and predicted relative motion of a target isunaffected by the choice of sea or
ground stabilisation, allowing the same assessmentof CPA and risk of collision. If switching between sea and ground stabilisation,
theobserver should be aware of the time required for the radar equipment to reprocess thestabilisation input
data.83. Explain the errorsthat can effect aradar picture

Interference
–
Signals from another radar set transmitting close to own radar frequencywill draw spooked spirals radiating out from the screen
centre.

Indirect echoes
–
The transmitted and received signal is bounced off a piece ofsuperstructure of the ship and a false echo is painted in the
direction of the reflectingsuperstructure at just about the correct range.

Side echoes - The side lobes of the radar beam are returned by a large target nearbyand paint on either side of the true echo, side
targets in the form of an arc. The truetarget is usually in the centre of the arc.

Multiple echoes
–
Caused by the transmitted signal being bounced backwards andforwards between own ship and a large target nearby. Paints a
target of weakeningresponse on same bearing at multiples of the original range.

Second trace return
–
Occurs with the radar on long ranges. Atmospheric conditionscarry the transmitted signal to beyond the maximum range and return
the reflected
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signal via the same path. It paints a target on the open segment after the transmissionof a second signal. The bearing is correct but
the range is false, the target beingbeyond the range scale in use.

Shadow or blind sectors caused by the superstructure of the ship can mask the target.84. What are the falseechoes errors thatcan
effect thereading of an echosounder

Air bubbles - reflect the sound pulse and therefore air bubbles in the column of watercan give a false reading. Specifically
noticeable when going astern and trapping airbubbles under the hull.

Multiple echoes - In shallow water a transmitted signal bounced between the hull andthe bottom can be received with the receiver
open after the transmission of secondand third transmitted pulses. The echoes appear as diminishing echoes on multiples ofthe
initial depth reading. Reducing the gain can eliminate or reduce the effect ofmultiple echoes.

Second trace returns
–
In deep water a reflected echo can return after the transmissionof a second pulse and sounder traces an echo on a false depth
reading. Changing therange scale can eliminate the second trace return.85. What factors effectsatellite derivedpositions?

GNSS signals are vulnerable to loss and error, both intentional and unintentional.Malicious jamming of GNSS is a very real threat.
GPS signals can be terminatedor corrupted by the US military for security purposes.

Commercial GPS operates on a single frequency only. Military GPS receivers operateon a dual frequency system which is more
reliable and less vulnerable to error causedby atmospheric conditions.

GNSS signals are extremely vulnerable to solar activity such as solar flares.

Some areas of the world, particularly in the higher latitudes, have problematic orno GNSS/GPS coverage.

Other signal errors, such as multipath effect, occur locally when the signal to theantenna is reflected off nearby objects, such
as superstructure, masts and funnels.

Entering the wrong antenna height into the receiver can cause errors (the differencebetween a large vessel down on her marks and
in ballast is significant).

Entering the wrong datum can

cause an error in the ship‘s position.
When GPS shows a compass course, it is not showing the ship's heading, it isshowing the track of the vessel. With the vessel
stationary, GPS will not provide anydirectional information.86. How many GNSSare operational?GPS is currently the only fully
operational GNSS. It is owned and controlled by the U.S.Department of Defence and its use by commercial shipping is incidental to
its primary,military purpose.87. What might makethe GPS fail/givefalse reading?

Aerial connection failure.

Atmospheric conditions

Multi-path received signals

Interference from other aerials of equipment transmitting nearby

Solar activity

Incorrect Geiod selected

Satellite elevation.88. What is GDOP in theuse of GPS?GDOP (Geometric Dilution of Precision)
–
This is an indicator of the reliability of theposition, rather than its accuracy. Best geometric positioning of the satellites around
thereceiver gives the best reliability. Best situation is a satellite directly overhead and threepositioned around the horizon at
120º intervals. Satellites at low elevation produce a poorvertical position and can affect the determination of altitude. Modern good
quality receiversautomatically89. What do youunderstand by Geoiderror in the use ofGPS?There is the error caused by the incorrect
use of the datum between chart (electronic orpaper) and the receiver. The default datum used by GPS is the world Geoid Spheroid
84(WGS 84). Check the datum on the chart and if it is different from WGS 84, apply thecorrections stated on the chart. Some
receivers have the ability to change datum in thereceiver. Incorrect use of the datum can cause an error of about
40m.90. What is theimportance of

GPS positions are referenced to the World Geodetic System 1984 Datum (WGS 84).This may not be the same as the horizontal
datum of the chart in use, meaning that the
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knowing the GPSsystem the chart isbased on?position when plotted may be in error.

The receiver may convert the position to other datum. In this case the observers mustensure that they are aware of the datum of
the displayed position.

Where the difference in datums is known, a note on the chart provides the offset toapply to positions referenced to WGS 84 for
plotting on the chart, but where this offsetis not provided, the accuracy of the plotted position should be treated with caution.

DGPS positions are normally referenced to WGS 84 though regional datum‘s,

corresponding to WGS 84, may be used [e.g. North American Datum 1983 (NAD 83) inthe USA] and European Terrestrial
Reference System 1989 (ETRS 89).

Many areas of the world have not been surveyed to modern standards hence thepositional accuracy of the charted detail on the
paper chart, Raster chart or ENC maynot be as accurate as the GNSS receiver derived position. Mariners should allow asensible
safety margin to account for any such discrepancies.The prudent navigator should never rely totally on GNSS navigation and should
regularlycross check the ship's position using other means particularly in areas where the chartsare based on old surveys (see also
notes on use of ECDIS in section 5 below).91. Where will you theOOW findinformation on theuse of GNSSsystems?

Volume 2 of The Admiralty List of Radio Signals published by UKHO contains fulldescriptions of all GNSS systems, with notes on
their correct use and limitations.

Also included are descriptions and examples of over-reliance on GNSS, and a fullaccount of
the problems caused by differing horizontal datum‘s.

Mariners must read the note on satellite-derived positions on the Admiralty charts formore information.

Further information can be found in the Mariner's Handbook (NP 100) and in AnnualSummary of Admiralty Notices to Mariners,
N019.92. What accuracy canyou expect fromGPS?Modern receivers are very accurate, being able to select the best satellites to
calculate the
best fix. Worst error is about 100m in the horizontal plane. In 2001 ―Selective Availability‖
was switched off increasing accuracy to 25m in the horizontal plane.93. List the differentmethods wherebythe track of a shipcan be
monitored.

Visual bearings and observations of terrestrial objects

Ranges by visual observations

Radar ranges and bearings

Use of soundings

Terrestrial radio aids to navigation

Satellite systems

Celestial observations94. Give an example ofthe simplemonitoring of theGPS accuracy.When running on fixed track at a uniform
speed, compare the DR position with that of
theGPS.What is NAVTEX? NAVTEX (Navigational Telex) is an international automated medium frequencydirect-printing service for
delivery of navigational and meteorological warnings and forecasts, aswell as urgent marine safety information to ships. NAVTEX
transmissions are also callednarrow-band direct printing(NBDP). NAVTEX broadcasts are primarily made on theMedium
frequenciesof 518 kHz and 490 kHz. The international NAVTEX frequency is518 kHz, and these broadcasts are always in
English.95. What is ECDIS? Electronic Chart Display and Information SYSTEM
–
Digitally displayed charts replacingpap
e
r charts.96. What is the time-line for theinstallation ofECDIS?New passenger ships of >500gtNew tankers of >3000gtNew cargo
ships of >10,000gtNew cargo ships of >3,000gtExisting tankers of >3,000gtExisting passenger ships of >500gtExisting cargo ships
of >50,000gtExisting cargo ships of 20,000gt <50,000gtExisting cargo ships of 10,000gt <20,000gt1 July 20121 July 20121 July
20131 July 20141 July 20151 July 20141 July 20161 July 20171 July 201897. List the key 1. Know the risks
–
overreliance on ECDIS.
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operational pointsfor ECDIS.2. Master and all the watch officers must be trained in the operation of ECDIS.3. ECDIS should
meet IMO performance standards.4. ECDIS must be type approved.5. ECDIS type approval certificate should be kept onboard by
the Master.6. It is important to know the difference between ENC and RNC data.7. ENCs provide a greater depth of information
through digitally layered data and allowthe mariner to interrogate features on the chart.8. ENCs must be provided by or under the
authority of a government or a NationalHydrographic Office and conform to IHO S-57 standard.9. RNCs are scanned images of
paper charts and are unable to be interrogated for furtherinformation.10. RNCs must be provided by or under the authority of
a government or a NationalHydrographic Office and conform to IHO S-61 standard.11. Know what additional electronic systems are
integrated with your ECDIS.12. ECDIS must be connected to a position-fixing system, gyro compass andspeed/distance measuring
device.13. Additional electronic systems (sensors) should not interfere with ECDIS performance orfunctionality.14. Establish clearly
defined procedures in the event sensory inputs to ECDIS fail.15. Ensure there is an approved/certified back-up system in place in
case of ECDIS failure.16. Perform a suitable risk assessment for paper chart folio in RNC coverage area.17. Be familiar with
and maintain your ECDIS back-up system.18. Know how to update your ECDIS.19. Know how updates are received and their
frequency.20. Coordinate with your electronic chart supplier for arranging delivery of new ENC/RNCdata in good time, particularly
if the ship changes trade at short notice.21. Recheck your existing passage plans after updating ECDIS as new dangers
may exist.22. Make use of the MSI capability to add received navigational warnings.23. Navigational audits should include checking
ECDIS updates.98. What are ENCcharts?Electronic Navigational Charts (ENC), commonly
referred to as ‗vector charts‘, are layered
with digital information enabling the mariner to electronically interrogate features on thechart such as buoys, navigational marks,
traffic separation schemes (TSS) and safetycontours with detailed information displayed for the user.99. What are RNCcharts?
Raster Navigational Charts (RNC) are scanned geo-referencedimages of official paper charts.100 What are thedisadvantages of
aRNC chart?

The chart datum used for GPS (WGS 84) may differ to the chart datum

Some RNC‘s still use fathoms for depth measurement which can lead to
misunderstanding of true under-keel clearance.

the chart datum of the chart could be incompatible with the position fixing system.

RNCs do not offer the same options as an ENC to add or remove irrelevant chartfeatures that are not relevant or suit a
particular navigational circumstance as there isno digital chart layering system.

The ability to scan ahead when determining upcoming alterations of course,navigational hazards and landmarks may prove
tiresome as RNCs may need to bechanged.

In most circumstances, the user is also unable to interrogate any of the chart featuresor reveal further information.

Raster chart data will not trigger automatic alarms (for example, anti-grounding,clearing lines, ship safety contour lines, isolated
dangers, danger area).

Changing the display orientation from ‗North

-
Up‘ may affect the readability of the chart.

Increasing and decreasing the chart size may distort the readability of the chart.

RNC data highlighting existing features may differ in colour in certain circumstances toshow similar chart information and may also
include changes in colours used in hoursof daylight and darkness.
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101 What alarms orindications shouldECDIS give?Crossing safety contourArea with special conditionsDeviation from
routePositioning system failureApproach to critical pointDifferent geodetic datumMalfunction of ECDISDefault safety
contourInformation over scaleLarge scale ENC availableDifferent reference systemNo ENC availableCustomised displayRoute
planning across safety contourRoute planning across specified areaCrossing a danger in route monitoring modeSystem test
failureAlarmAlarm or IndicationAlarmAlarmAlarmAlarmAlarm or
IndicationIndicationIndicationIndicationIndicationIndicationIndicationIndicationIndicationIndicationIndication102 What are adequateb
ack-up systems forECDIS?1. For ships using ECDIS as their primary means of navigation (no paper charts), anadditional and
independent ECDIS shall be provided as a back-up. The back-up ECDISshould be connected to an independent power supply and
connected to systemsproviding continuous position-fixing capability.2. When the ECDIS is being operated in Raster Chart Display
System (RCDS) modeusing RNC data due to lack of suitable coverage of electronic navigational charts(ENC), then an appropriate
folio of up-to-date paper charts must be maintained forareas where only raster chart coverage is available.3. For ships using ECDIS
as an aid to navigation, the ship must carry and maintain anappropriate folio of up-to-date paper
charts.103 What is knowledgebased error in theoperation and use ofECDIS?There is the risk with ECDIS that navigators may
become dependent on monitoring andthat when a sensor fails, the navigator must return to first principles to deal with thesituation.
This in turn may lead the navigator to incur additional errors in dealing with thesituation. This is knowledge based
error.104 What are the FourElements to aPassage Plan?AppraisalPlanningExecutionMonitoring105 Appraisal, what isthis?
(PassagePlanning)When you gather as much safety and navigation information to give you a safe
voyage.106 What type ofinformation does thisinvolve? (PassagePlanning)The tidesTidal streamsUnder-keel allowancesInformation
from pilot books/sailing directionsChart dangers (rocks, shallow water oil-rigs etc.)Traffic schemesWeather information (shipping
forecasts)Possible areas of restricted visibilityAny areas, which would involve an area of high traffic
density107 Planning, what isthis? (PassagePlanning)Planning out the intended voyage, using all the information from the
appraisal.108 What have you to doto make a plan ofyour voyage?(Passage Planning)Plot the intended voyage making sure it is
safe, and that the plan has been checked out bythe master of the vessel, use way points, parallel indexing , courses, distance to
steam oneach leg, and by using all the information that you Appraised109 Execution, what isthis? (PassagePlanning)The master
should find out how long his intended voyage should take, making sure he hasenough water and fuel for the voyageHe should take
into account any weather conditions expected on the voyage
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Any areas of high traffic density that would make him deviate from his course (he should ifpossible make a plan to keep well clear of
these areas)110 Monitoring, what isthis? (PassagePlanning)This is the act of checking your position often on a chart and that you
remain in a safedistance from any danger areas (land)Parallel Indexing should be used when you are alongside any hazards to
maintain a safedistance111 What is ParallelIndexing?This is done by using your radar and V.R.M. (Variable Range Marker) and
putting adistance on to it , as long as this distance is not breached, then your vessel should be insafe
water112 What is the purposeof Parallel Indexing?To make sure your vessel is a safe distance away from any navigation
hazards113 How do you parallelindex using radar?By using your heading marker and slide it over towards the side that has the
obstructionand using your V.R.M. and measuring the distance you need and put the heading markeronto the
V.R.M.114 What would you do ifyou had to parallelindex off a point ofland at 2 miles butthe radar says your1.7 miles from thepoint
of land?Alter off the land until you where 2 miles from the point of land, never breech what distanceyou had to keep off
an obstruction115
How are the ship‘s
chronometersmaintained?
Most vessels are now equipped with ‗quartz chronometers‘ and as such they do not have
to be wound at regular intervals like the 2- and 8-day mechanical chronometers. Mostships will keep the chronometer(s) in a
robust wood box with the instrument slung on agimbal arrangement. This box will in turn be mounted in an insulated cabinet with a
glass,see through, dust protective cover. It is normal practice to rate the chronometer daily by
comparison with a radio ‗time check signal‘
116 While on watch the
‗off course alarm‘ is
activated. Whatactions would you
take as the Officer of
the Watch?The off course alarm is an audible signal and I would cancel this and investigate the causeof activation. As the OOW I
would ensure that the steering motor(s) is on and functioningcorrectly and immediately check the comparison course on the
magnetic compass with thegyro heading and the auto pilot heading. The weather and/or sea state could have affected
the course temporarily. If the cause cannot be ascertained and rectified, I would engagemanual steering by the magnetic compass
and inform the ship‘s master of the defect. I
would inform the master of the incident or failure. A statement would be entered into thedeck log book to this
effect117 What is therelationship betweentime and thedetermination oflatitude andlongitude? _
Latitude can be determined at noon if you know the corrected altitudeof the sun and its declination.
You don‘t need to know the time. The
accuracy of your calculation is limited only by the accuracy of measurement
of the sun‘s altitude and by the accuracy of the declination tables.
_
Longitude can be determined if you know both the time of observation and theequation of time.
While your sextant gives highly accurate measurements, practicaldifficulties inherent in this method normally preclude accuracy of
more that 10' of longitude.
118 In celestialnavigation what isZX?ZX is the corrected sextant altitude (= true altitude)subtracted from 90º. Is the distance on the
great
circle connecting the observer‘s zenith and the
celestial body.
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119Describe theoperating principlethat a sextant usesThe sextant relies on the opticalprinciple that if a ray of light is reflected from
two mirrors in succession then the anglebetween the first and last direction of the ray is twice the angle between the mirrors. Andthis
angle can then be read off the arc.120Name the parts of asextant?121 Where would you
find the instrument
error for a marinesextant?
The instrument error of the sextant is found on the certificate, inside the lid of the sextant‘s
box.
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The sextant issubject to a numberof errors andadjustments. To findthe true altitude of acelestial body fromthe observed thesemust
be allowed andadjusted for.Explain briefly theseadjustments:Index ErrorDipRefractionParallaxSemi-diameter
Index error
is an instrumental error. Hint: remember Noah, if off the Ark - add, if on the Ark- take off.
Dip
is an adjustment made for the height of the eye above sea level. In practice this isusually taken from the almanac or from
the formula (Dip = 0.98 times the square root of theheight of the eye in metres above sea level multiplied by 3.28).
Refraction
is extracted from the Nautical Almanac. It allows for the "bending" of light raysas they travel through successive layers of varying
density air.
Parallax
corrections are needed if the observed body is a planet, the sun or the moon.From the Almanac.
Semi-diameter
correction is needed if the observed body is the sun or the moon. In thiscase either the top or bottom of the celestial object (known
as upper or lower limb) is madeto touch the horizon. To obtain the centre of the body this correction is applied - from
theAlmanac.122 In celestialnavigation, a circleof position is used todetermine theposition line on
which ship‘s position
is lying. Pleaseexplain thisprinciple?When an observer measures thealtitude of a heavenly body he obtainsfrom it, by correction and
subtractionfrom 90°, a true zenith distance - ZX inthe figure. Z, and theoretically Z, mightbe any point on a small circle of radiusZX and
centre X.On the Earth the observer's position, z,lies on the circumference of a smallcircle, the centre of which is theheavenly body's
geographical position.The radius of this circle is also the truezenith distance, zx, and since it is nowmeasured on the surface of the
Earth, itcan be expressed in nautical miles. Thissmall circle is known as a position circle.The astronomical position line is thesmall
arc of this position circle on whichthe observer discovers his position tobe. If ZX is very small, some twenty miles or so, the
geographical position can be plottedon the chart and the actual circle drawn without loss of accuracy, but in general ZX will belarge,
of the order 1,000 miles, and the geographical position will seldom be on the chartthat the navigator is using for keeping his
reckoning. The part of the position circle thatconcerns the navigator must therefore be found by methods that confine the plotting
theyinvolve to the neighbourhood of the ship's actual position.
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The method in common use is the Marcq St. Hilaire or 'intercept' method.123When using asextant whichobjects you will use
for VSA‘s andHAS‘s?
VSA‘s are used for:

Measuring the altitude of a celestial bodyMaintaining a clearance distance off a lighthouse
HAS‘s are used for position fixing from three terrestrial objects.
124What are theadjustable errors ofa sextant(P) Perpendicular Error - (1st Error)(S) Side Error - (2nd Error)(I) Index Error - (3rd
error)125Describe the non-adjustable errors ofa sextantThe non-adjustable sextant errors are prismatic error, graduation error, and
centeringerror.

Prismatic error occurs when the faces of the shade glasses and mirrors are notparallel.

Error due to lack of parallelism in the shade glasses may be called shade error.

Graduation errors occur in the arc, micrometer drum, and vernier of a sextant which isimproperly cut or incorrectly calibrated.

Centering error results if the index arm does not pivot at the exact center of the arc‘s
curvature.The higher the quality of the instrument, the less these error will be.The manufacturer normally determines the magnitude
of all three non-adjustable errorsand reports them to the user as instrument error.The deck officer should apply the correction for
this error to each sextant reading.126How will you correcta sextant?1. Perpendicularity Error:

Place the index arm at about 35° on the arc and hold the sextant on its side with theindex mirror up and toward the eye.

Observe the direct and reflected views of the sextant arc.

If the two views are not joined in a straight line, the index mirror is not perpendicular tothe plane of the instrument.

Bring the two views into line by adjusting the two screws behind the index mirror.2. Side Error:

The horizon glass is not being perpendicular to the plane of the instrument.

Set the index arm at zero and direct the line of sight at a star.

Then rotate the tangent screw back and forth so that the reflected image passesalternately above and below the direct view.

If, in changing from one position to the other, the reflected image passes directly overthe un-reflected image, no side error exists.

If it passes to one side, side error exists.

Remove the error by adjusting the two screws behind the horizon glass.
ABCPQ
ComplementAngleComplementAngleComplementAngleComplementAngle
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3. Collimation Error:

If the line of sight through the telescope is not parallel to the plane of the instrument.Altitudes measured will be greater than their
actual values.

Insert the telescope it in its collar and observe two stars 90° or more apart.

Bring the reflected image of one into coincidence with the direct view of the other neareither the right or left edge of the field of view
(the upper or lower edge if the sextant ishorizontal). Then tilt the sextant so that the stars appear near the opposite edge.
If theyremain in coincidence, the telescope is parallel to the frame; if they separate, it is not.

Adjust the collar to correct for non-parallelism.4. Index Error:

Index error is the error remaining after the navigator has removed perpendicularityerror, side error, and collimation error.

The index mirror and horizon glass not being parallel when the index arm is set exactlyat zero is the major cause of index error.

Set the instrument at zero and direct the line of sight at the horizon.

Adjust the sextant reading as necessary to cause both images of the horizon to comeinto line.

The sextant‘s reading when the horizon comes into line is the index error.

If the index error is positive, subtract it from each sextant reading. If the index error isnegative, add it to each sextant reading.
Nearly all examiners will expect you to read the vernier to see what the index erroris.
127How would you carefor a sextant?

When not using the sextant, stow it in a sturdy and sufficiently padded case.

Keep the sextant away from excessive heat and dampness.

Do not expose it to excessive vibration.

Do not leave it unattended when it is out of its case.

Do not hold it by its limb, index arm, or telescope. Lift it only by its frame or handle. Donot lift it by its arc or index bar.

Wipe the mirrors and the arc after each use. If the mirrors get dirty, clean them withlens paper and a small amount of alcohol.

Clean the arc with ammonia; never use a polishing compound. When cleaning, do notapply excessive pressure to any part of the
instrument.

Silica gel kept in the sextant case will help keep the instrument free from moisture andpreserve the mirrors. Occasionally heat the
silica gel to remove the absorbed moisture.

Rinse the sextant with fresh water if sea water gets on it. Wipe the sextant gently with asoft cotton cloth and dry the optics with lens
paper.

The glass optics are treated with a thin, fragile, anti-reflection coating. Therefore, applyonly light pressure when polishing the
coated optics. Blow loose dust off the lensbefore wiping them so grit does not scratch the lens.

Occasionally, oil and clean the tangent screw and the teeth on the side of the limb. Usethe oil provided with the sextant or an all-
purpose light machine oil. Occasionally setthe index arm of an endless tangent screw at one extremity of the limb, oil it lightly,
andthen rotate the tangent screw over the length of the arc. This will clean the teeth andspread oil over them.

When stowing a sextant for a long period, clean it thoroughly, polish and oil it, andprotect its arc with a thin coat of petroleum jelly.

If the mirrors need re-silvering, take the sextant to an instrument shop.128 What makes upmaritime safetyInformation?

Navigational warnings;

Meterological information (forecasts and warnings);

Distress alerts.129
What is the name of the ship‘s head marker in a compass bowl? The ―Lubber‖ line
130 What liquid is usedin the modern liquidcompass?
A light clear oil named ―Bayol‖. Could also be a mixture of distilled water and alcohol
131 What is the purpose

It lubricates the pivot.
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of the liquid in thecompass?

Prevents corrosion.

Its viscosity assists in steadying the card reducing the period of oscillation when theship rolls.

It also reduces the freezing point of the liquid132 Where would youfind the floatchamber in amodern liquidcompass and whatis its
function?In the centre of the card. It hosts the beveled jewel for the pin of the card to rotate on and itprovides buoyancy so that the
card floats with just negative buoyancy reducing the frictionin the bearing between the point and jewel.133 Name three uses fora
compass rose onthe chart?

It allows the determination of variation.

Determining a true course and

Laying off a true bearing134 How would youcheck that theazimuth bearingcircle, of thecompass wascorrect?By taking a bearing of
a terrestrial object, e.g. a lighthouse, with the arrow indicationuppermost. Take a second bearing of the same object, with the arrow
in the downwardposition. Both readings should be the same and the bearing circle can be used with
confidence.
135 When taking a
position fix by use of
the azimuth bearingcircle, the chartedposition shows an
enlarged ‗cockedhat‘. What would you
do?
Any ‗cocked hat‘ of size would probably indicate that one or more of the bearings and
respective position line(s) was incorrect. I would therefore consider that the position wasunreliable and would look to take another
position. It is expected that primary and
secondary position fixing methods are employed wherever and when
- ever possible.
Having confirmed the position by an alternative system, I would inspect the azimuth mirror
for defect and check its use by carrying out another sequence of bearings. Any faultdetected would be reported to the Master136
When joining a ship for the first
time, how would you ascertain if
the vessel had any ‗Blind Sectors‘
affecting the radar(s)?It is common practice to display a diagram on a bulkhead, in close proximityto the radar, if its operation
is hampered by Blind Sectors. Alternatively, the
Radar Specification Manual could be consulted and any Blind Sectors would
be indicated in the manual137 What is ahydrometer usedfor?It is used for measuring the density of the dock water which could
be anywhere betweenfresh water (1000kg/m³) or salt water (1025kg/m³).In the figure above the density of the dock water is
1022.5kg/m³138 When obtaining the density ofthe dock water using a samplebucket of water obtained fromthe dock, how would
youensure accuracy of yourWhen obtaining the water sample I would ensure that the bucket is allowed tosink below the surface and
draw a sample that would be uncontaminated withsurface debris.When using the hydrometer, I would spin the instrument to break
any surfacetension against the scale bar and so obtain an accurate reading.
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hydrometer reading?
139 What is a loadline? A mark (Plimsoll Mark) painted on the sides of merchant ships which indicates the draughtlevels to which a
ship may be loaded with cargo for varying conditions of season andlocation. The marks show six loading levels, those which may be
used in tropical freshwater; fresh water; tropical sea water; summer, sea water; winter, sea water; and winter,North Atlantic, for
vessels under 100 metres (330 ft) in length.140 What is the purpose
of the ship‘s
loadline?The loadline verifies that the vessels strength and stability have been approved for thedraught corresponding to the
freeboard mark and that the vessel at the maximum draughthas a reserve buoyancy and bow height in compliance with the
requirements of theInternational Convention on Loadlines.In addition the loadline confirms the vessel has:

Weather and water tight closing appliances to openings that leads to volumes that areconsidered buoyant; and

Protection for the crew.141 What is the purposeof reserve buoyancyand bow height?The requirement for reserve buoyancy is to
ensure that the vessel is not broken down byheavy seas, while the requirement for bow height is to limit the amount of green seas
onthe deck.142 What is Fresh WaterAllowance?Last vessel?Fresh water allowance (FWA) is the additional draft that a ship may
acquire underinternational regulations when the ship loads in fresh water. The draft of a ship changes(increases) when it moves
from sea water (with 1025kg/m³ density) in fresh water (with1000kg/m³ density).143 What is Dock WaterAllowance?Dock water
allowance is the additional draft that a ship may acquire under internationalregulations when the ship loads in water that is not salt
water. Dock water has a densitybetween 1001kg/m³ and 1024kg/m³. The master may in dock water increase
the ship‘s
draught an amount in proportion to the FWA.144 How would youcalculate DWA?DWA (in mm) = FWA (in mm)x[1025
–
DW density]1025
TOPIC THREE: RIGGING OF SHIPS, STOWAGE AND SECURING OF CARGO1 Cargo Gear
(a) Understand and interpret information from a rigging plan and understand the terminology(b) Demonstrate familiarity of legislation
appropriate to lifting equipment(c) Logging and details of inspections and maintenance of lifting equipment(d) Recognise when any
equipment fitted with lifting equipment may be dangerous and know whento condemn a rope or other item of lifting equipment(e)
Describe getting a vessel ready for cargo work including the setting up of derricks, cranes andother lifting equipment(f) Identify the
checks to be made by the OOW on all equipment during a cargo watch and methodsof loading/discharge used by stevedores and
others
2 Cargo stowage
(a) Outline the method of stowing all types of general cargo(b) Outline the methods of stowage of cargo in Ro-Ro vessels both
unitised and break-bulk.(c) Understand the hazards associated with Ro-Ro vessels with regard to cargo especially trafficdangers,
fumes, securing, fuel in tanks, doors and ramp limitations(d) Outline the method of loading/discharging heavy lifts and securing
thereof.(e) Outline the effects on the stability of the vessel both transversely and vertically when loading
heavy lifts with ship‘ derricks/cranes
(f) Outline method used in stowing containers and securing of containers
3 Regulations
(a) Demonstrate knowledge of regulations, recommendations, codes and so forth with respect to:

Deck Cargoes

Hazardous Cargoes

Bulk cargoes including grain

Securing cargoes on all types of vessels(b) Demonstrate an ability to use the following publications:
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
IMDG Code

IBC Code

MFAG Code

Code of Safe Practice for Merchant Seaman145 What is the aim of theship's personnel asregards the receiving,stowage, carriage
anddelivery of cargo?
The aim of ship‘s officers an
d crewmembers on board should be to prevent damageor deterioration whilst the cargo is under their care and to deliver it, as far
aspossible, in as good condition and order as it was when received aboard.146 What must the Master andofficers know about
thecargo they are likely tocarry?The Master and officers require a good working knowledge of the various kinds ofcargo they are
likely to carry: their peculiar characteristics, liability to damage, decay,or deterioration,their measurement, and the usual methods of
packing, loading and discharging,stowage, dunnaging, etc., as147 Who is responsible for thesafe loading and properstowage of
cargo?The Master. He delegates the function to the Chief Officer but he remains theresponsible
officer.148 What is the job ofstevedores?The actual handling of the cargo in loading and discharging is done bystevedores, who are
experienced men appointed for this purpose when a vesselarrives at a port.149 Define a shipper and acarrier?
Shipper:
A person or company that sends good via sea. Term used to describeexporter. Mostly manufacturing companies.
Carrier
: is the owner or operator of the ship carrying the cargo belonging to theshipper150 What is a cargo plan?
A ship‘s cargo plan shows t
he distribution as well as the disposition of all parcels ofcargo aboard the vessel. The plan is formulated usually from the workbooks
of the
‗deck officers‘, a fair copy being produced before departure from the final port of
loading. This allows copies of the plan to be made before the vessel sails. Thecopies are forwarded to agents at ports of discharge
to allow the booking andreservation of labour, as appropriate.151 Define a bill of lading and
a mate‘s receipt
A bill of lading
: is a document issued by a carrier, acknowledging that specifiedgoods have been received on board as cargo for shipment to a
named place fordelivery to the receiver. It has three functions; evidence of the contract of carriage, areceipt for the goods, a
document of title that is transferable when endorsed.
A mate’s receipt:
is a receipt, issued and signed by the carrying ship‘s chief mate(or the ship‘s agent on his behalf), for goods received on board. It
may be
encountered in virtually any conventional trade (general cargo, dry bulk or tanker),but has been replaced in the liner trades by a
more modern document, the StandardShipping Note.152 What are the threepurposes of a bill oflading?It is evidence that a
valid contract of carriage.It is a receipt signed by the carrier.It is also a document of transfer.153 How would you go aboutpreparing
a hold for theloading of a cargo ofgrain?

Remove all residues of the previous cargo.

Remove the dunnage. It will not be required.

Wash the holds down with seawater and give a final rinse with fresh water

Clean and disinfect the bilges and strum boxes.

Cover the bilge gratings with burlap to prevent entry of cargo particles.

Inspect the hold for any damage and carry out repairs or arrange for repairs priorto loading cargo.

Test the ancillary systems, such as the fixed fire fighting equipment or ventilationequipment.

Hold lighting to be checked.

Means of access should be checked for damage and must be free of anyhazards.

Cargo gear must be checked and rigged for loading or discharge.

Hatch covers must be examined for weathertight integrity and, if necessary, the
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rubber packing renewed.

Fumigation is to be carried out if the charterers or cargo owners require it. TheIMO publication
'Recommendations on the safe use of pesticides at sea‘ and
MGN 284. 'Recommendation for ships carrying fumigated bulk cargoes' must bereferred to.

Air pipes, fixtures and fittings must be checked and any repairs
carried out.154 On a container ship what document provides guidance for thelashing of containers on board?
The ship‘s
Cargo Securing Manual155 What document provides lashing guidance for the deck officerswhen loading cargo on deck?
The ship‘s
Cargo Securing Manual156 What is the purpose of acargo securing manual?The purpose is to set out the standards for cargo
securing devices used on boardbearing in mind the type of cargo, the characteristics of the ship and sea conditionsthat a ship might
encounter.157 What factorsmust beconsideredwhendeciding on alashingarrangementfor vehicleson the decksof a Ro-Roship?

duration of the voyage;

geographical area of the voyage, with particular regard to the minimumsafe operational temperature of portable securing devices;

sea conditions that may be expected;

dimensions, design and characteristics of the ship;

expected static and dynamic forces expected during the voyage;

type and packaging of cargo units, including vehicles; and

intended stowage pattern of the cargo unit, including vehicles' mass and the dimensions of thecargo units and vehicles.
158 How wouldyou do aboutloading 45drums of acidon deck?What is theIMO DGCodeclassificationfor acid.

Check the dangerous goods declaration signed by the shipper for the UN Number and thenfollow the requirements of the IMDG
Code regarding the towage of the cargo in terms of ondeck stowage, segregation and stowage recommendations.

Double dunnage on deck.

Try to stow in small parcels so that leaking drums are accessible. Ensure each parcel properlylashed

Post warning signs

Check for drum integrity and proper labeling during loading.

Protective clothing to be worn during loading

Requirements can be found in the Material Data Sheet.

Stow against bulwark away from accommodation.

Complete the ship‘s hazardous cargo manifest (or hazardous cargo list).

Make sure the crew are informed of the hazardous cargo.Class 8 for corrosive substances.159 Whatprecautionsmust betaken
whenloading ordischarging aheavy lift?When loading or discharging heavy-lifts Deck Officers should be aware of the
followingprecautions and procedures:1. The stability of the vessel should be adequate and the maximum angle of heel should be
acceptable. All free surface effects (FSE) should be eliminated by either ‗pressing up‘ or‗emptying‘ tanks.
2.
If a conventional ‗Jumbo‘ Derrick is employed, then the rigging plan should be referred to with
regard to the positioning of
‗Preventer Backstays‘ to support any mast structure.
3. A careful check on the condition of the derrick and associated gear should be made beforecommencing the lift. Particular
attention should be paid to the SWL of shackles, blocks andwires.4. Ens
ure all the ship‘s moorings are taut and that men are standing by to tend as necessary.
Fenders should be pre-rigged and the gangway lifted clear of the quayside.5. All cargo winches affecting the load sho
uld be placed in ‗double gear.
6. The deck area where the load is to be landed should be clear of obstructions, and heavybearers laid to accept and spread the
deck weight.7.
The ship‘s deck capacity plans should be checked to ensure that the deck space is capable of
supporting the load.8. The winch drivers and controller should be seen to be competent, and all non-essential
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personnel should be clear of the lifting area.9.
Any ship‘s side rails in the way of the load should be lowered or removed and any bargessecured to the ship‘s side should
be cast off.10. Steadying lines should be secured to the load itself and to the collar of the floating block iffitted.11. All relevant
heads of departments should be advised before commencing the lift.12. Use the designated lifting points and take the weight slowly.
Stop, and inspect all round oncethe load clears the deck, before allowing the lift to continue.
160 Define grainand balespace?

Bale Capacity:
This is the cubic capacity of a space when the breadth is taken from the inside of the cargobattens, the depth from the wooden
ceiling to the underside of the deck beams and the lengthfrom the inside of the bulkhead stiffeners or sparring where fitted.
Grain Capacity:
This is the cubic capacity of a space when the lengths, breadths and the depths are taken right tothe ships side plating. An
allowance is usually made for the volume occupied by frames andbeams.161 What is acargo shiprigging plan?Ships' derricks
should be properly rigged and employers and masters should ensure that riggingplans are available containing the following
information:-(1) position and size of deck eye-plates;(2) position of inboard and outboard booms;(3) maximum headroom (i.e.
permissible height of cargo hook above hatch coaming);(4) maximum angle between runners;(5) position, size and safe working
load of blocks;(6) length, size and safe working load of runners, topping lifts, guys and preventers;(7) safe working load of shackles;
(8) position of derricks producing maximum forces(9) optimum position for guy and preventers to resist maximum forces.(10)
combined load diagrams showing forces for a load of 1 tonne or the safe working load;(11) guidance on the maintenance of the
derrick rig.For other types, such as the "Hallen" and "Stulken" derricks, manufacturers' instructions should befollowed.
Manufacturer‘s instructions should be followed for ship‘s cranes.
162 How wouldyou go aboutmaintaining
the ship‘s
liftingappliances?
I would follow the company‘s maintenance plan and the manufacturers manuals.
In General I would cover the following items:i) Greasing should be thorough and frequent, as dry bearings impose additional
loads that canlead to failure.ii) The condition of all ropes and chains should be checked regularly for wear, damage andcorrosion
and replaced as necessary.iii) Shackles, links and rings should be renewed when wear or damage is evident.iv) Structures should
be examined frequently for corrosion, cracks, distortion and wear ofbearings, securing points etc.v) Hollow structures such as
gantries or masts should be checked for trapped water inside. Ifwater is found, the structure should be drained, appropriately treated
and then sealed.vi) Regular function tests of controls, stops, brakes, safety devices for hoisting gear etc, shouldbe carried out
preferably before the start of operations.163 What isstowagefactor andbrokenstowage?
Stowage Factor (SF):
This is the volume occupied by unit weight of cargo. Usually expressed as cubic metres/ tonne.
Broken Stowage (BS):
The space in the hold between packages which remains un-utilized. This is generally expressedas a percentage in the ratio of the
space lost to the space that can be occupied.
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164 How could you separatesimilar cargoes butdestined for different portsof discharge?Depending on the nature of the
cargo parcels would depend on the type ofseparation that could be employed. Clearly the best form of separation is to stowcargoes
in alternative compartments. In the event that the loading plan does notpermit this, paint, paper, dye mark, dunnage, burlap or nets
can be used on a varietyof general cargoes.165 What do you understand
by the term ‗flashpoint‘?
Flashpoint is described as the lowest temperature at which aliquid gives off sufficient vapour to form a flammable mixture with
air,near the surface of the liquid.
166 In the container ship tradewhat is a TEU?

TEU
–
twenty feet equivalent unit.
Used to express the cargo capacity of a containervessel.168 What is cornercasting and atwistlock in thecontainer trade?Corner
Castings: Fittings located at the corner of the freight container which provide means forlifting, handling, stacking and securing the
container.A twistlock and corner casting together form a standardised rotating connector for securingshipping containers. The
primary uses are for locking a container into place on container ship, semi-trailer truckor railway container train; and for lifting of the
containers by container cranesand sidelifters. 169 What do youunderstand by
the terms ―Bays,―Rows‖ and―Tiers‖ as used
on a container
ship ―cargoplan‖?
The term Bay, Row and Tier is used to describe the position of container on a cellular ship.Bays: Are numbered lengthwise from
bow to stern with odd numbers for 20' containers andeven numbers for 40' containers. The even number between two 20'
containers is used todefine 40' bays.Rows: Are numbered from centerline to portside with even numbers and from centerline
tostarboard with odd numbers. The container row stowed on the centerline is marked 00.Tiers: In under deck stows, containers are
numbered vertically downwards with even numbersfrom top to bottom. The bottom row will be 02, except where as a result of the
hull contour, thebottom of an adjacent row is at a higher level. In case of two half heights the bottom ones areto be numbered by an
odd number. On deck stowage is indicated by code key 8 followed by aneven number sequence.170 What checksare requiredprior
to thecargo beingloaded

Check that holds are clean, dry and ready to receive the cargo.

If any dunnage is required, it should be inspected and laid ready for loading. .

Hold inspection should include the inspection of plating, access ladders, lighting, guardrails, storm valves and pipes, fire fighting
gear and fittings, manhole covers, spar ceiling,etc.

Check all cargo gear is certificated and tested.

Check that all lifting plant (derricks, cranes, wires, blocks, etc) are in good order andproperly rigged.

All lashing gear must be in place and inspected.171 What checksare requiredduring loading toensure that thecargo is
notdamaged?

Check acceptability of the cargo. The cargo must be dry and in apparent good condition.

Check for damage. If the cargo is sensitive to moisture, ensure proper conditionsthroughout loading are maintained. Close hatches
during rain when necessary.

Damage to cargo may be caused by incorrect stowage or slinging, careless use ofmechanical handling equipment, e.g. forklift
trucks, insufficient attention to labeling andmarking, carelessly packed units, insufficient dunnaging or packaging, incorrect
ventilationsettings or, in the case of refrigerated cargo, incorrect set points.

Check correct handling and use of cargo handling equipment. For example, cargo hooksshould never be used when discharging
fragile cargo.

The Cargo Officer must be familiar with the ship's specialised cargo gear.
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
Check cargo sling arrangements to safeguard against the cargo being dropped or incorrectSafe Working Load (SWL) slings being used.

The stowage of all cargo should be checked with reference to the cargo plan. Particularattention should be paid to the loading of
dangerous or refrigerated cargo. Reefers must beplugged in immediately and the temperature logged.

When stowing general cargo, preventative measures should be taken to ensure against thepossibility of fragile goods being
crushed when stowed with heavy goods.

Some cargoes are liable to damage from taint. These should not be stowed next to strongsmelling
cargoes.172 How would you dealwith cargo damagedduring loading?If the damage is serious bring it to the immediate attention of
the chief officer. It may benecessary to get the damage surveyed prior to loading or even to reject the cargo inserious cases.Minor
damage can be dealt with by the completion of a cargo damage report.173 What is a cargo damagereport?The Cargo Damage
Report is a statement of damage to the cargo that gives all of thedetails. Damage reports should have certain essential
items recorded on them, e.g.cargo marks, commodity type, container type and number involved, stowage location,when discovered,
extent of damage and the time of the discovery.174 How would you go aboutstowing a motor car on ageneral cargo ship?Should be
stowed in the fore and aft line, on level deck space. It must be well securedagainst pitching and rolling of the vessel by rope
lashings. Fuel tanks should be nearlyempty. Close inspection should be made at the point of loading, any damage beingnoted on
acceptance.175 How would you go aboutstowing bales of cottonon a general cargoship?Bales are liable to spontaneous
combustion, so that the hold must be dry and clean,free of oil stains etc. Adequate dunnage should be laid and all steelwork
covered toprevent contact with cargo. Wet and damaged bales should be rejected at the loadingport.Hoses and fire appliances
should be on hand and readily available during the periodsof loading, fire wires being rigged fore and
aft.176 How would you go aboutstowing bagged cargo ofcement in paper bagson a general cargoship?These should be stowed on
a double layer of dunnage. Ideally the first layer should bestowed athwartships on vessels equipped with side bilge systems.
Steelwork should becovered by brown paper or matting to prevent bags making contact. Torn bags shouldbe refused on loading.
Canvas rope slings should be made up in the hatchway centreto avoid dragging and bursting bags. Hooks should never be used
with paper bagcargoes. When stowing, bag on bag stow is good for ventilation, whereas bag on halfbag is poor for ventilation but
good for economical use of space.177 List the 9 classes ofdangerous cargocovered by the IMODGCode.

Class 1: Explosives

Class 2: Gases

Class 3: Flammable liquids

Class 4: Flammable solids

Class 5: Oxidizing substances and organic peroxides

Class 6: Toxic and infectious substances

Class 7: Radioactive material

Class 8: Corrosive substances

Class 9: Miscellaneous dangerous substances and articles178 What goods require amagazine stowage?Class I. Explosive cargos
of Class 1 require a specially constructed magazine stowage.179 List thefunctionsofdunnagea. PROTECTS AGAINST SWEAT-
b. PROTECTS AGAINST TAINTING
–
from oil stained or dirty decks.c. PREVENTS CHAFING
—
Dunnage prevents one article from robbing against anotherd. PREVENTS MOVEMENT
—
It causes friction between the cargo and steel of the deck sopreventing the movement of cargo. It also fills space which, if left
unfilled, would permit the cargoto shift.e. PROVIDES SEPARATION OF CARGO
—
Material such as dunnage strips, burlap or heavypaper may be effectively used to separate types of lots of material.f. SPREADS
THE LOAD - Dunnage of substantial size spread over the floors of a tank top canspread the load of a heavy lift.
spread180 What is When an isolated volume of air cools, relative humidity increases as the temperature falls. Once the
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ship‘s
sweat?What iscargosweat?temperature has descended to the level at which saturation occurs, water begins to condense.
Thistemperature is known as the "dewpoint".Sweat is formed when water vapour in the air condenses out into water droplets once
the air is cooled
below its dew point. The water droplets may be deposited onto the ship‘s structure or onto the cargo.
Ship sweat
Ship sweat refers to condensation which forms directly
on a vessel‘s structure when the
air within a hold, made warm and moist by the cargo, comes into contact with cold surfaces as thevessel moves into cooler climates.
Cargo may be damaged by overhead drips, by contact with sweatwhich has formed on the ship
‘s sides or by condensed water which may accumulate at the bottom of
the hold.
Cargo sweat
Cargo sweat refers to condensation which may form on exposed surfaces of the stowas a consequence of large amounts of warm,
moist air being persistently introduced into a holdcontaining substantially colder cargo.181 On a general cargo ship,how would you
go aboutloading cartons ofwhiskey?The whiskey is a high value cargo subject to pilferage and so it would stowed inspecial lockers
or deep tanks that can secured against pilferers. It would have to beloaded under the supervision of the mates and crew to prevent
pilfering and a carefultally would have to be kept. The whiskey should preferably be shipped in a
securecontainer.182 What are the three mainhazards that are inherentin petroleum cargoes?

Flammability

toxicity

pollution.183 What is inert gas used foron a crude oil tankerInert Gas Systems
–
Today, all tankers are required to have inert gas systems.These systems maintain an inert atmosphere in the cargo tanks. In others
words,there is not enough oxygen in the cargo tanks to support combustion. During cargo
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operations, inert gas is pumped via a network of pipelines into the cargo tanks. Theinert gas is either manufactured by an inert gas
generator or is cleaned flue gas from
the tankers‘ boiler.
184 Howdoes theflammablemixturesdiagramwork?

Above the upper flammable limit (UFL) the mixture of substance and air is too rich in fuel (deficientin oxygen) to burn. This
is sometimes called the upper explosive limit (UEL).

Below the lower flammable limit (LFL) the mixture of substance and air lacks sufficient fuel(substance) to burn. This is sometimes
called the lower explosive limit (LEL).

Hydrocarbon gas requires air to sustain combustion in the parameters as follows:

1% gas to 99% air = Lower explosion Limit (LEL)

10% gas to 90% air = Upper Explosion Limit (UEL)

1% LEL is 100 ppm.

To prevent explosion:- Keep HC >11% ( too rich )- Keep HC < 1.5% ( too lean )- Keep oxygen < 11.5% ( inert )185 Draw a flamma
blemixtures
diagram.186 What is an explosimeter? An explosimeter is a device used to detect the amount of combustible gases presentin a
sample of the given atmosphere. This gives the reading in terms of percentageof the LFL (lower flammable limit)187 Howdoes
anexplosimeter workand whatare thesafeworkingprinciplesaround ituse?

The equipment consists of a Wheatstone bridge inwhich one of the resistances is variable.

It consists of four resistances in which one variesaccording to the amount of the gas present.

A hand pump is used to draw the gas or theatmosphere containing the gas inside the device.

A filter and flash back arrestor is used to filter the gasand also acts as a flame arrestor.

The device is switched on.

As the hand pump is operated to suck a sample of gasfrom the cargo tank, simultaneously the filament gets heated. Any
combustibles in the sample willland on the filament in the sample chamber.

The combustibles will burn as the filament is already hot causing an increase in resistance which
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disturbs the Wheatstone bridge. The reading can be read from the indicator. The instrument givesthe reading in percentage of the
Lower Flammable Limit or Lower Explosive Limit which is 1%.

This type of gas meter can only be used if the gas content is very low (i.e.) this instrument shouldnot be used if the atmosphere
contains:- H/C + inert gas
–
then the gas will not burn as there is no oxygen- H/C + oxy-acetylene
–
then the burning will be too violent- H/C + oxy-hydrogen
–
Same as above- Lead petroleum vapors
–
Lead oxide deposits on the filament cause a reduction in sensitivity

All meters require calibration. This meter requires the following before using:- Zero check- Span check- Battery check

Proper working of the equipment can be achieved by regular maintenance.

Clean the filters regularly and it is advisable to have it serviced by the manufacturer once every sixmonths.188 What is atankscope
or non-combustible gasindicator?

This instrument is meant for measuring the hydrocarbon vapor in inerted atmospheres.

This instrument is not as sensitive as the explosimeter. The reading is only in percentage of thevolume of the hydrocarbon vapor
and hence used only during the gassing up operations andduring inerting.

It is not meant for measuring during a man-entry.

It works on the same principle as that of an explosimeter except that the gas does not burn insidethe sample chamber; there is an
alteration in the temperature of the heated filament whichenhances the change in resistance.

It is always advisable to flush the sample tube with fresh air after every use. The following checksare done to ensure the proper
working of the instrument:- Zero check- Span check
-
Voltages check (battery check)189 What isanoxygenanalyzerIt is a device used to measure the concentration of oxygen in a given
atmosphere. This device plays avital role since with the reading provided, only man-entry is done. The important checks that are
doneon the oxygen analyzers are:- Calibration with fresh air (which contains 21% of oxygen)- Battery check
-
Never change the batteries in a gas dangerous zone
200 What is amulti-gasanalyzer?


Are used to detect only targeted gases and vapors. It is very specific to that type of gas only, socare has to be taken to ensure
that correct tubes are used for the particular type of gas.

The analyzer consists of a portable bellows pump and detector tubes.

The detector tube is a vial filled with reagent that will react with the specific chemical.

Both the ends of the tube are closed.

To use it, the two ends of the tube are broken off and it is inserted into the pump according to thedirections mentioned on the tube.

Pump 3-4 times (or as specified by the manufacturer) to suck in the particular gas from theatmosphere.

If the atmosphere contains that particular gas or vapor, then the color of the tube changes.

The length of the color change can be read from the tube and compared to obtain the level of thatparticular gas or vapor.

Some of the gases include carbon monoxide, chlorine, hydrogen sulphide, organic arseniccompounds, arsine, and phosphoric acid
esters.An extension hose is provided to measure the concentration of vapor present at a different
height.201 How is inert gas prevented from flowing back into theboilers on a ship that uses flue gas as inert gas?There is a non-
return valve and water seal in the inertgas pipeline on the main
deck.202 A failure in the IG system during cargo operations wouldnecessitate what?An immediate suspension of cargooperations.
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205 How doesP/V valvework?If pressure increases, the pressure disc lifts venting IG and,in case of under pressurisation, the
vacuum disc lifts allowingoutside air to break the vacuum. These valves are connecteddirectly to the tank.206 List thealarmsrequired
onan IGsystem.

Low water rate/pressure in the scrubber.

High water level rate inside the scrubber.

High gas temperature.

Failure of inert gas blower.

High oxygen.

Power supply failure on automatic control.

Low water level in the deck water seal.

Low gas pressure.

High gas pressure.203 What is COW on a crudeoil carrier?Crude Oil Washing is a process to assist in thecontrol of hydrocarbon
being discharged to the sea.When the tanker is being discharged, the crude oilcargo is pumped through a fixed cleaning systemthat
washes the cargo tanks with crude andminimizes the amount of oil residue and wax clingingto the tanks
surfaces.204 What safeguards are in atankers deck systems toprevent overpressurization or avacuum occurring in thepiping/tank
systemsA pressure vacuum breaker (P/V breaker) is fitted on the inert gas line to guardagainst over pressurisation or the creation of
a vacuum in the system.In addition to the P/V breaker, to prevent over pressurisation or under pressurisationand to allow for
the normal expansion and contraction of oil, pressure vacuum valves(P/V valves) are fitted on individual tanks or on individual mast
risers connected totanks.
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207 How does apressurevacuumbreakerfunction?The P/V breaker consists of an outer clumbermounted on a base on the main
deck. The outerchamber is filled with a water/glycol mixture toprevent freezing the winter. In case of overpressurisation, the liquid in
the outer chamber isdisplaced relieving the IG line pressure. In case ofunder pressurisation, the liquid is drawn into theline, thus
breaking the vacuum. It is installed in theIG line.208 How is thepump roomof a tanker
fire
protected?
Pump rooms on tankers are protected spaces and covered by a fixed fire extinguishing system,
which is operated from outside of the compartment. (Usually a CO2operation. Note: Pump roomsare treated as enclosed spaces.)
After July 2002, under SOLAS II-2 Regulations 4, 5.10.3/4, cargo
pump rooms were required to be fitted with gas detection/bilge alarm systems.
209 Define:

SBT tanks

Dirty ballast

Clean ballast in the contextof tanker operations
―Segregated Ballast Tanks‖ (SBT) are ballast tanks with their own closed
system that is segregated from the cargo oil system. These tanks are ballasttanks that only contain ballast water.'
‖Dirty Ballast‖
- This is the term for ballast water that has been loaded into acargo tank that previously contained oil, but the tank has been crude
oilwashed.
―Clean Ballast‖
- This is the term for ballast water that has been loaded into acargo tank that previously contained oil, but the tank has been crude
oilwashed and subsequently water washed.
210 What doyouunderstandby the term

―Closed
CargoLoadingandDischarge
Operations‖
?Open venting method meant that the cargo measuring ports were open during cargo operations,allowing petroleum vapor to vent
on the deck thus creating a dangerous situation. Open ventingwas allowed because there was no reliable cargo measurement
system. Inert gas required theloading and discharge venting system to be closed and, therefore, reliable
cargo measurementsystems were developed and accepted by industry as an accurate measure of cargo. Today,tankers are
required return the vapor plus inert gas mixture displaced while loading to the shorefacility for processing so that no vapor is
released to the atmosphere.211 Explain theprocess of
―Load onTop‖ in the
context oftankercargooperations?

When a crude oil tanker completes discharge, a large quantity of oil (up to 2000 tonnes) maybe left adhering to the bulkheads.
Tank cleaning would be carried out in the normal way usingsea water.

On completion of tank cleaning the slop tank will contain all the tank washings, made up of amixture of oil and water.

The slop tank must be allowed to ‗settle‘ for up to

about 2 or 3 days. After this period of timethe oil can be expected to be floating on top of the water content.

Once settling out is completed the interface between the oil and the water levels must bedetermined (usually carried out by an
interface instrument). Once the level of water is known, itis now possible to estimate the amount of water which can be discharged.
The pumps andpipelines would be cleaned of oil particles and the water in the tank can be pumped out verycarefully as the interface
approaches the bottom.
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
Alternative methods could be to pump the whole of the slop tank contents through an oilywater separator or the tank can be de-
canted from one tank to another.

At the loading port, oil can be loaded on top of the remaining slops, which would have beenquantified prior to commencing loading
of the new cargo. During the loaded passage the oldand new oils combine and any further water content sinks to the bottom of the
tank.

On arrival at the discharge port, water dips are taken and the water quantity calculated. This isthen usually pumped direct to a
shoreside slop tank. Once pure oil is drawn this can bediverted to main shoreside oil tanks.212 What is the purpose ofthe document
ofcompliance and whatfunctionalrequirements must bemet for the issue ofthis document?The purpose of the document of
compliance is to provide additional safety measures inorder to address the fire safety objectives of SOLAS Chapter II-2 For this
purpose, thefollowing functional requirements shall be met:

fire protection systems shall be provided to protect the ship from the added firehazards associated with carriage of dangerous
goods;dangerous goods shall beadequately separated from ignition sources; and

appropriate personnel protective equipment shall be provided for the hazardsassociated with the carriage of dangerous
goods213 What hazards areassociated withthe carriage ofcoal in bulk?

It oxidizes and so uses up the oxygen in the compartment.

It emits methane which when mixed with air can result in an explosive atmosphere.

It can release carbon monoxide which is a poisonous gas.

It self-heats and can suffer from spontaneous combustion.

It can combine with salt water and so release sulphuric acid.

It can if wet and in very fine form, liquefy.214 How would youventilate a cargoof coal in bulk?

Surface ventilation only.

The ventilators to the lower holds should be so arranged that they might be opened orclosed at will during the voyage. As the
critical temperature at which the process ofspontaneous heating in coal becomes greatly accelerated is in some varieties of coal as
low as 36˚C, and generally is not much higher, the need of
keeping the exteriors
surface of the hull, and thereby the interior of the ‗tween decks and holds, as cool as
possible is manifest.

On arrival at the port of discharge the hold ventilators should be unplugged and thelower hold well ventilated before commencing to
work cargo.215 What is
―liquefication‖
when used in thecontext of bulkcargoes?Certain cargoes, such as concentrates and some coals, contain moisture that can cause
thecargo to liquefy (for example, copper concentrates and certain grains including sago andtapioca can show the same
characteristics as a liquid).Although they often look dry in appearance at the time of loading, these cargoes containmoisture in the
spaces between the particles. During ocean transport, cargoes are exposedto agitation in the form of engine vibrations, ship's
motions and wave impact, resulting incompaction of the cargo. The effect of this process can bea transition from a solid state to a
viscous fluid state inwhich all or part of the cargo can flatten to form a fluidsurface.
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216 In a Ro-Ro ship operation whatis a Trailer Horse?A terminal trailer horseis a trestle device whichreleases the towingtruck for
moreproductive use whilethe semi-trailer isloaded or unloaded in aterminal.217 On a Roll On
–
Roll Off (Ro-Ro)vessel you are on stations onthe bridge prior to sailing. Thecargo load has just completed.How would you know that
thestern ramp, and bow door/visorare locked down and securedready for sea?It is a requirement that Ro-Ro vessels have closed-
circuit television (CCTV)monitoring all access points into the vessel. It would be necessary to check thevisual display monitor to
see the watertight integrity of the ship is intact. Thiswould additionally be checked by a red/green light tell tale, sensor-
activateddisplay showing all green lights. Each station operator or Deck Officer would
also verbally confirm by radio that the respective aperture is closed and locked
218 How manylashingsshould bemade to atrailer on aRo-Rovessel?The trailer would normally be secured by a minimum of six
chain lashings each fitted with atension load binding bar, the trailer being landed on a trestle at the front end while the rear
isbalanced by the back wheels. A manual brake system would also be applied.Drawing of properly secured trailer duringweather
condition: - up to 7º on Beaufortscale.7º and over on Beaufort scale.219 Whatprecautionsmust betaken withtheventilationof
cargospaces ona Ro-Roship?

Internal combustion engine-driven vehicles must be operated only where adequate ventilationexists or is provided.

When internal combustion engines exhaust into a hold, intermediate deck, or any othercompartment, the ship must ensure that the
atmosphere is tested as frequently as needed toprevent carbon monoxide (CO) concentrations from exceeding allowable limits.

These tests must be made by persons competent in the use of the test equipment andprocedures.

Workers should control loose paper within RO-RO areas. Papers can be sucked into theventilation system, blocking airflow and
allowing the buildup of harmful gases.

Air quality must be closely monitored during all operations where over-exposure may occur.
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
Ventilation systems in cargo holds should be started 15 minutes prior to starting work. Thetime needed may vary depending on the
size of the hold and the airflow.

The ventilation system shall normally run continuously whenever vehicles are on board.
220 What document provides guidance for the deckofficer on a ship loading timber deck cargo?The Code of Safe Practice for Ships
Carrying TimberDeck Cargoes.221 What is the purpose of theCode of Safe Practice forShips Carrying Timber Deck?The purpose of
the Code is to make recommendations on stowage, securingand other operational safety measures designed to ensure the safe
transport ofmainly timber deck cargoes.222 What is thedifferencebetween anullage andasounding?223 What is therule
forlashingcargo unitson deck inpreparationfor badweather?
●
The total holding power, in tonnes, of all lashings holding the cargo item vertically downward tothe deck should be equivalent to
three times theordinary static weight of the cargo item in tonnes: i.e. a 10 tonne cargo item requires total lashingshaving a holding-
down potential of 30 tonnes.
●
The holding power, in tonnes, of all lashings preventing the cargo item moving to port and tostarboard should be equivalent to
seven-tenths of the holding-down potential of item 1, above: i.e.a 10 tonne item requires lashings with holding power preventing
transverse movement of 21tonnes.
●
The holding power, in tonnes, of all lashings preventing the cargo moving forward or aft shouldbe equivalent to three-tenths of the
holding-down potential of item 1, above: i.e. a 10 tonne itemrequires lashings with holding power preventing longitudinal movement
of 9 tonnes.
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224 How wouldyou goaboutopening asingle pullrollingMcGregorhatchcover?All personnel involved with the handlingand/or
operation of hatch covers must beproperly instructed in their handling andoperation. All stages of opening or closinghatches should
be supervised by aresponsible person.

Rig a ‗heave wire‘ to the leading

hatch section.

Rig a ‗check wire‘ to oppose the

direction of pull.

Release the cross wedges and check they allfree and clear

Release all the cleats on the sides of the hatchcovers

Rotate the eccentric wheels by use of the jacksor levers and ensure that all the pins are in the rolling position.

Checking that the stowage bay and track ways are clear.

Taking the weight on the bull wire.

Man the check wire.

Warn personnel to standclear

If all is in order, heave the pontoons to roll open.

When open, secure the safety chains to prevent the pontoons accidently rolling close.

Clear the heaving and check wires.225 Wherewould thelashingrequirements for a shiploadingtimber deckcargo bedocumented?
What wouldtheserequirements cover?For as ship loading timber deck cargo, the cargo securing arrangement is to be documented
in the
Cargo Securing Manual
and accompanied by a lashing plan showing at least the following:a. The maximum cargo weight for which the arrangement is
designed;b. The maximum stowage height;c. The required number and strength of blocking devices and lashings;d. The
required pretension in lashings;e. Other cargo properties of importance for the securing arrangement, such as friction, rigidity
oftimber packages, etc.;f. Illustrations of all the securing items that might be used; andg. Any restrictions regarding maximum
accelerations, weather criteria, etc.226 What arethe stabilityParticular problems effecting the stability
are:- Absorption of water in dried or seasoned timber, and
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concernsregardingthe carriageof a timberdeckcargo?- Ice accretion, if applicable;- Variations in consumables;- The
free surface effect of liquid in tanks; and- Weight of water trapped in broken spaces within the timber deck cargo and
especially logs.The above can all cause a loss of GM with a resulting negative GM.227 What arethe dutiesof the deckofficerduring
theloading of atimber deckcargo?

the timber deck cargo should be kept free of any accumulations of ice and snow;

regular inspections must be done to ensure:i) that lashings are in place and adequately secured and tightened .ii) that the required
accesses are kept cleariii) that sounding pipes and essential air vents are kept clear and are protected;iv) that there are no open
spaces in the stow;v) that logs on the cargo sides are supported by at least two uprights;vi) that hog wires are properly secured and
tightened before they are covered by the next stow.228 How would you go aboutstowing a cargo of steel coils?
•
coils should be stowed across the ship, on stout dunnage, with their axis foreand aft.
•
Steel coils should be loaded in a minimum of two tiers or layers.
•
When loaded in a single tier, locking the tier is essential. This is done byplacing a coil to force those beneath it into a tighter stow.
This coil is knownas a key, or locking coil. A key coil is most effective when placed at thecentre of a row. However, it is important to
avoid a continuous line of weight
on the ship‘s tank top and, consequently, key coils placed in subsequent
rows are staggered.
•
Great care needs to be exercised when placing key coils. Key coils are
placed so that the coil‘s bottom edge is one
-third of its diameter below thetop of the coil(s) being locked. This will correspond to a gap between the
coils being locked of about half the key coil‘s diameter.
•
However, if th
e gap is greater than 60% of the key coil‘s diameter, then the
key coil could be damaged or crushed. In which case, two key coils areneeded.
•
Timber may be inserted to raise a key coil and to satisfy the 30%requirement.
•
When a key coil is placed above different-sized coils, the smaller coil takesthe most weight. Care is necessary to avoid damage to
the smaller coil.
•
Stevedores may attempt pyramid loading, a method that should be avoided,

because excessive weight can be transferred to the ship‘s tank
top andbecause it is difficult to lash pyramid coils.
229 In the bulkcargo tradewhat is theangle ofrepose?This is the greatest angle from the horizontal to which a substance can
be raised without itshifting. Cargoes most liable to shift are those having a small angler of repose.
Angle of repose of 35˚ is taken as being the dividing line for bulk cargoes of lesser or greater
shifting hazard and cargoes having angles of repose of more or less than this figure areconsidered
separately.230 What is the purposeof theINTERNATIONALMARITIME SOLIDBULK CARGOESCODE (IMSBCCODE)?It:

highlights the dangers associated with the shipment of certain types of bulk cargoes;

gives guidance on various procedures which should be adopted;

lists typical products which are shipped in bulk;

gives advice on their properties and how they should be handled; and

describes various test procedures which should be employed to determine thecharacteristic cargo properties.
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231 What are thegeneral ruleswhen stopperingoff moorings?(i) Natural fibre rope should be stoppered withnatural fibre.(ii) Man
made fibre rope should be stopperedwith man made fibre stopper (but notpolyamide).(iii) The `West Country' method (double
andreverse stoppering) is preferable for ropes.(iv) Wire moorings should be stoppered withchain, using two half hitches in the form
of acow hitch, suitably spaced with the tail backedup against the lay of wire, to ensure that thechain neither jams nor opens up the
lay of thewire.232 What is theprimary duty ofthe OOW ondeck whenloading a cargoof iron ore inbulk?The officer of the watch
should ensure that the pre-planned loading procedure regardingquantities to be loaded in each space, the order of de-ballasting
tanks and shifting the vesselunder loading chutes is adhered to. The procedure will have been worked out, between theChief Officer
and the terminal operator, to keep stresses within acceptable limits and to finishwith a satisfactory weight distribution and trim. The
officer of the watch should see that theplan is followed, particularly at berths with only one loading chute, to avoid over-stressing
theship. He or she has to keep an eagle eye open to ensure that no damage is occasioned tothe ship in the loading and especially
the discharge process.233 What are thehandlingprecautionsaround man-made fibreropes?1. The rope should be
carefully inspected, both internally and externally, before it is used.Man-made fibre ropes show deterioration after excessive wear by
a high degree of powderingbetween the strands.2. Ropes should be kept out of direct sunlight. When not in use, they should be
covered bycanvas or other shield, or, if the vessel is engaged on long sea passages, stowed away.3. When putting a splice in a
synthetic fibre rope, use four full tucks, followed by two taperedtucks (strands halved and quartered).The length of the protruding
tails from the completedsplice should be left at least three rope diameters in length. Any tail ends of strands should besealed by
tape or similar adhesives.4. A stopper should be of the same material as that of the rope being stoppered off, and
should preferably be of the ‗West Country‘ type. The one notable exception to this rule is that
a nylon stopper should never be applied to a nylon (polyamide) rope.5. A minimum number of turns should be used when heaving
manmade fibre ropes aboutwinch barrels or capstans. Friction-generated heat should be avoided, and to this end nomore than three
turns should be used on drums. Where whelped drums are being used, itmay be necessary to increase the number of turns so as to
allow the rope to grip; if this is thecase, then these turns should be removed as soon as possible.6. Never surge on man-made fibre
rope. Should it be required to ease the weight off the rope,walk back the barrel or drum end, as when coming back to a stopper.7.
When making fast to bitts, make two round turns about the leading post, or two turns aboutboth posts, before figure-
eighting .234 How do youensurepersonnel safetyat the mooringstation?

Personnel essential to the operation should as far as reasonably practicable be able tostand in a protected position.

Immediate action should be taken to reduce the load if signs of excessive strain appear inany part of the system.

Wherever practical the person in charge should avoid getting involved with the physicaloperations, so that they can retain an
effective oversight.

Good communication must be maintained between all members of the mooring team.

Other persons who have no involvement with mooring should always be kept well clear ofthe area.235 Explain thesafety

Where moorings are to be heaved on a drum end

, one person should be stationed atthe drum end.
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precautionstaken around ahauling drum?

For heavy moorings and large vessel operations, they should be backed up by a secondperson backing and coiling down the slack.

The line must be tended at all times.

In most circumstances up to three turns on the drum end are sufficient to undertake asuccessful operation, and an excessive
number of turns should be avoided.

A wire on a drum end should never be used as a check wire.

A wire should never be led across a fibre rope on a bollard.

Wires and ropes should be kept in separate fairleads or bollards236 How oftenshould cargolifting appliancesbe inspectedand
tested?
For inspections refer to the company‘s planned maintenance procedures, but in any case:

Cargo lifting appliances must be inspected to establish that they are correctly rigged onevery occasion they are used.

A annual
thorough inspection would also take place annually by a ‗competent person‘,
namely the Chief Officer.

In the case of lifting plant, derricks, cranes, shackles, wires, etc. the following test periodswould be required:a. after installation
when newb. following any major repairc. at intervals of every 5 years.237 What is a chainregister?Chain register/cargo gear register:

The chain register is the register in which data concerning a ship‘s lifting gear must be
recorded.

The term ‗lifting gear‘ includes derricks and cranes

for the handling of stores, and alsolifting gear used in the engineroom, and it is important that all such items of equipmentshould be
properly tested, certified, marked and maintained.

When the inspections have been carried out the register must be signed in theappropriate places.

Registers are normally divided into four parts to deal with four different categories ofequipment.

Quadrennial or quintennial examinations of lifting gear are carried out by competentpersons such as surveyors from classification
societies and foreman from marineengineering works or drydocks, who will sign the chain register upon completion of theirwork. If
several chain registers are carried, the surveyor must sign all of them.238 Whatinformationappears in thechain register?

Every item of cargo gear must be of sufficient safe working load (SWL), and suitabledesign.

Every item of cargo gear must be marked with a unique identifying number.

There must be a certificate, in an approved form, for each item of cargo gear, identified byits unique number.

A system must exist to produce the certificate for any item of cargo gear promptly.

Only certificated tested wires, blocks, hooks, swivels and shackles etc. should be used forcargo handling and lifting operations.
239 How should the

mate‘s annual
inspection oflifting appliancesbe done?This inspection requires a detailed inspection to take place of all aspects
–
hydraulic,mechanical and electrical
–
of the lifting appliances. All wires would be visually inspected for
defects and the mousing on shackles would be sighted to be satisfactory. The ‗gooseneck‘ of
derricks and all the blocks would be stripped down and overhauled.Thorough inspections would detect corrosion, damage, hairline
cracks and excessive wearand tear. Once defects are found corrective action would be taken to ensure that the plant isretained at
1OO% efficiency. These inspections would normally be carried out systematically
under the ship‘s
planned maintenance schedule. This allows a permanent record to bemaintained and is evidence to present to an ISM
Auditor.Records and service history should be kept of equipment, of dates when and where it isbrought into use, its safe working
load, any repairs, modifications, tests and examinationscarried out.
240 What is the safe working angle, between the two runnerswhen derricks are rigged in union purchase rig?Runner wires have a safe
working angle of 90° butmay carry out occasional lifts up to 120°.
241 A 5 ton SWL derrick is marked at the heel with a

‗U‘
- 1.6. What does this signify?
‗U‘ represents the union purchase, safe working
load, in
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this case U - 1.6 ton.
242 What marking would you expect to find on the binding ofa metal block?The safe working load and the certificate number.
243 What is the purpose of the heart insidea flexible steel wire rope?
The purpose of the heart to the wire, is to provide ‗flexibility‘
and ‗lubrication‘.
245 What is the construction of a cranewire?Crane wires have a multi-plat construction having non-
rotationalproperties.246 What is a
‗schooner guy‘?
A schooner guy is set to replace the crossed inboard guys oftwo derricks when rigged in union purchase rig. Two derricks rigged in
union purchase rig,w
ith a ‗schooner guy‘ stretched between the spider bands at the derrick heads. The
schooner is shackled between the spider bands of each derrick and acts to brace the twoderricks within the
rig.247 What is thedifference between
‗standing rigging‘and ‗r
unning
rigging‘?
Running rigging is any wire or cordage which passes through a ‗block‘. In the case of steel
wire ropes, running rigging would be of flexible construction.Standing rigging, is generally steel wire rope, which does not passover
the sheave of a block. Its construction is 6x6, or 6x7 and isemployed for such items as stays or shrouds.248 When is a steelwire
ropecondemned?

In the event that 10% of the wires are broken in any 8 diameter lengths of the wire

When it is severely rusted

When it has been severely kinked

If the cross-sectional area of the wire rope has been reduced by abrasive wear and ifthe diameter decreases more than 7% of the
nominal wire rope diameter

If a complete strand is fractured

If there are core or strand protrusion/distortion;

If the wire has flattened portions.249 Men are assigned to clean and paint theradar scanner tower. What precautions wouldyou take
as OOW? (Assume that the vesselis in open water and clear visibility.)It would be expected to draw the fuses from the circuit box
andplace a notice on the Plan Position Indicator (PPI) screen to theeffect that maintenance was ongoing on the scanner
to preventaccidental switch on. The Master would also be informed250 How could youseparate similarcargoes butdestined
fordifferent Ports ofdischarge?Depending on the nature of the cargo parcels would depend on the type of separation thatcould be
employed. Clearly the best form of separation is to stow cargoes in alternativecompartments. In the event that the loading plan does
not permit this, paint, paper, dyemark, dunnage, burlap or nets can be used on a variety of general cargoes.251
How would you load bags of ‗Mail‘ and what
precautions would you take aboard a generalcargo vessel?Mail bags ar
e treated as a ‗special cargo‘ and would be loaded
by nets or in a container under the supervision of a Security
Officer. They would normally be tallied aboard by a ship‘s officer,if loose and given ‗lock up‘ stow
252 How would you
use ―Bull Dog‖ wire
grips?253 What hitch would you use when securing aboatswains chair to a gantline?A double sheet
bend254 What is the MFAG Code? Medical First Aid Guide for Use in Accidents Involving Dangerous Goods.The IMO/WHO/ILO
Medical First Aid Guide for Use in Accidents InvolvingDangerous Goods (MFAG) is supplementary to the
ILO/IMO/WHOInternational Medical Guide for Ships. MFAG consists of a flow chart which
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shows what actions should be taken, based on the situation and symptoms,when a person has been exposed to dangerous goods
of some kind.255 What is the EmS section in theIMDG used for?EmS contains procedures for the actions that can be taken if there
is
a fire orspill of dangerous goods
. It contains general procedures applicable to anentire substance class as well as procedures specific to certain products.Examples
of the information found in the specific "emergency schedules" arenecessary protective equipment and the types of extinguishing
agents that canbe used to put out fires involving dangerous goods.256 List the general fireprecautions that are observedunder the
practice of goodseamanship when loadingdangerous goods.1. Keep combustible material away from ignition sources;2. Protect
a flammable substance by adequate packing;3. Reject damaged or leaking packages;4. Stow packages protected from-accidental
damage or heating;5. Segregate packages from substances liable to start or spread fire;6. Where appropriate and practicable, stow
dangerous goods in an accessibleposition so that packages in the vicinity of a fire may be protected;7. Enforce prohibition of
smoking in dangerous areas and display clearly
recognizable ―NO SMOKING‖ notices or signs;
and8. Lighting and power cables, and fittings should be maintained in goodcondition.9. Where a bulkhead is required to be suitable
for segregation purposes,cables and conduit penetrations of the decks and bulkheads should besealed against the passage of gas
and vapours.10. When stowing dangerous goods on deck, the position and design ofauxiliary machinery, electrical equipment and
cable runs should beconsidered in order to avoid sources of ignition.257 What are the generalprecautions about the loadingof
dangerous goods incontainers?
•
Every dangerous cargo shipment must be accompanied by a dangerousgoods packing declaration.
•
DG cargo with restricted/prohibited UN numbers shall not be accepted forshipment unless under special circumstance express
permission isobtained from the company.
•
All DG containers must be checked for proper labeling.
•
DG containers must be checked for condition prior loading and leaking ordamaged containers posing a hazard, shall be rejected.
•
All DG containers must be loaded in the planned stow position.
•
The requisite day/night signals for vessels carrying / loading / dischargingdangerous cargo shall be displayed.
•
When handling/carrying dangerous cargo on board smoking shall strictlynot be allowed other than in designated smoking areas.
Signs/placardsshall be appropriately displayed at gangway and on deck.
•
Location and properties of dangerous cargo shall be considered whencarrying out any special work on board such as hot work etc.
•
Other precautions shall be taken when handling dangerous cargoshipments as warranted by good seamanship, SOLAS, MARPOL,
IMDGcode, local and national regulations.
•
Additional guidance for handling DG cargo is contained in IMDG Codevolumes 1, 2 & supplement.
•
Ship‘s officers to update

the dangerous goods manifest and display it in the
crew‘s mess.
258 What is meant by segregationwhen loading dangerouscargoes?If two substances or articles are considered mutually
incompatible when theirstowage together may result in undue hazards in case of leakage or spillage,or any other accident. Then
they must be segregated in accordance with thesegregation table of the IMDG Code.259 List the 4 types of segregationspecifies in
the IMDG Code.List them in order of leaststringent to most stringent.1.
―Away from‖;
2.
―Separated from‖;
3.
―Separated by a complete compartment or hold from‖;
4.
―Separated longitudinally by an intervening complete compartment or holdfrom‖.
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260 What is the function of theIMSBC Code?The primary aim of the International Maritime Solid Bulk Cargoes (IMSBC)Code is to
facilitate the safe stowage and shipment of solid bulk cargoes byproviding information on the dangers associated with the shipment
of certaintypes of solid bulk cargoes and instructions on the procedures to be adoptedwhen the shipment of solid bulk cargoes is
contemplated.261 Must all ships comply with theIMSBC Code?All bulk carriers carrying solid bulk cargoes in general and dangerous
solid bulkcargoes in particular will be required to comply with the, irrespective of theirkeel-laying date or gross
tonnage.262 What are the three groups ofcargoes covered by theIMSBC Code?- Group A consist of the cargoes which may liquefy
if shipped with moisturecontent in excess of their transportable moisture limit.- Group B consists of cargoes which possess a
chemical hazard which couldgive rise to a dangerous situation on a ship.- Group C consists of cargoes which are not liable to
liquefy (Group A) anddo not possess chemical hazards (Group B).263 What is the purpose of theBLU Code?The BLU Code: The
intention of the Code of Practice for the Safe Loading andUnloading of Bulk Carriers is to provide guidance to masters of bulk
carriers,terminal operators and other parties concerned with the safe handling, loadingand unloading of solid bulk cargoes. This
code is also linked to SOLAS Reg.VI/7 - Loading, unloading and stowage of bulk cargoes, as
amended.264 What information will you findin the BLU Code?It primarily covers the safety of ships loading and unloading solid bulk
cargoes,excluding grain, and reflects current issues, best practices and legislativerequirements. Broader safety and pollution issues,
such as those covered bythe SOLAS, MARPOL and Load Line Conventions, are not specifically includedin the Code.Section 1.
Definitions;Section 2. Suitability of ships and terminals;
Section 3. Procedures between ship and shore prior to the ship‘s arrival;
Section 4. Procedures between ship and terminal prior to cargo handling;Section 5. Cargo loading and handling of ballast;Section 6.
Unloading cargo and handling of ballast;265 Is the Code of Practice for the Safe Loading and Unloading ofBulk Carriers (the BLU
Code) mandatory?It is a mandatory IMO Code.266 Is the Code ofSafe Working thePractices forMerchant Seamenmandatory?
The Maritime Occupational Safety Regulations, 1994 makes it obligatory that seafarer‘s
onboard South African flagged cargo and passenger ships comply with the requirements ofthe
Code of Safe Working Practices for Merchant Seamen published by Her Majesty'sStationery Office (UK).
These are in turn are very detailed and cover, most if not nearly allthe risks seafarers can be exposed
to.267 What facturesinfluence a safetyculture?

Commitment at all levels

Safety and health are treated as an investment not a cost

Safety and health is part of continuous improvement plan.

Training and information is provided for everyone

A system for workplace analysis and hazard prevention and control is in place

The environment in which people work is blame free

The organisation celebrates successes
268 What are theprinciples thatapply to the issueof a work permit?In using a permit to work, the following principles apply:(a) The
permit should be relevant and as accurate as possible. It should state the locationand details of the work to be done, the nature and
results of any preliminary testsundertaken, the measures undertaken to make the job safe and the safeguards thatneed to be taken
during the operation.(b) The permit should specify the period of its validity (which should not exceed 24 hours)and any time limits
applicable to the work which it authorises.(c) Only the work specified on the permit should be undertaken.(d) Before signing the
permit, the authorising officer should ensure that all measuresspecified as necessary have in fact been taken.(e) The authorising
officer retains responsibility for the work until he has either cancelledthe permit or formally transferred it to another authorised
person who should be made
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fully conversant with the situation. Anyone who takes over, either as a matter of routineor in an emergency, from the authorising
officer, should sign the permit to indicatetransfer of full responsibility.(f) The person responsible for carrying out the specified work
should countersign thepermit to indicate his understanding of the safety precautions to be observed.(g) On completion of the work,
that person should notify the responsible officer and get thepermit cancelled.(h) The person carrying out the specified work should
not be the same person as theauthorising officer.269 What are theconditions thatapply to the issueof a work permitfor enclosed
spaceentry?A permit-to-work will:
—
set out the work to be done, the location and the precautions to be taken;
—
predetermine safe methods of work;
—
provide a clear record that all foreseeable risks have been considered;
—
define the precautions to be taken and their sequence;
—
provide written authority for the confined space to be entered and the work to start andthe time when the work must
cease.270 What are theprecautions thatgo with the workpermit forenclosed spaceentry?

A standby person should be assigned to remain on the outside of the confined spaceand be in constant contact (visual or two-way
voice communication e.g. walkie-talkie)with the team inside.

Routines for communication intervals with the team should be established.

The standby person:
—
should not have any other duties than to serve as standby and know who should benotified in case of emergency;
—
should never leave his post even after help has arrived and is a key communicationlink to others onboard;
—
should be able to communicate sufficiently in a relevant common language.

Communication between watch personnel (Bridge, Cargo Control Room or EngineControl Room) and standby person should be
established.

There should be with the standby man:- A SCBA;- Rescue line;- Torch; and- Stretcher.

Personnel who have to enter the tank to affect a rescue must be able to enter the tankwearing a SCBA.

Rescuers must be trained in and follow established emergency procedures and useappropriate equipment and techniques (such as
lifelines, respiratory protection, standbypersons).

Emergency and evacuation procedures should be agreed and understood by all partiesinvolved in a potential rescue operation.

Steps for safe rescue should be included in all confined space entry procedures.

Rescue should be well planned and evidence should be made available that indicatesdrills have been frequently conducted on
emergency procedures.271 List someenclosed spacesfound onboardship?The definition includes, but is not limited to, the following
compartments:

Cargo spaces

Double bottoms

Fuel tanks

Ballast tanks

Cargo pump-rooms

Cargo compressor rooms

Cofferdams

Chain lockers

Void spaces

Duct keels

Inter-barrier spaces

Boilers
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
Engine crankcases

Engine scavenge air receivers

Sewage tanks272 Are drills for an enclosed space rescue mandatory. Yes. Must be held at least once every three months.
TOPIC FOUR: BRIDGE PRACTICE, WATCH-KEEPING AND SAFETY PROCEDURES1 Preparations for getting underway
(a) Demonstrate knowledge of testing of bridge equipment including ensuring that all nauticalpublications are ready for the
commencement of the voyage and obtaining latest weather forecast(b) Knowledge of methods of securing of cargo below and on
deck(c) Knowledge of all cargo gear stowed correctly and secured including knowledge of operations andsecuring of such fittings(d)
Reasons why all water and weather tight doors are closed and secured especially on Ro-Rovessels including knowledge of
operations and securing of such fittings(e) Reasons for stowaway search(f) Demonstrate familiarity with the ICS Bridge Guide
2 Duties of OOW prior to proceeding to sea and making a port
(a) Understands that the first part of the voyage is properly planned before getting underway anddemonstrate a knowledge of
passage plan(b) Understands the responsibilities and duties of a OOW while a pilot is on board(c) Understand the need to monitor
all bridge equipment soon after getting underway and the need tomonitor the vessels position frequently(d) Demonstrate a
knowledge of navigation marks, buoyage and traffic near a port entrance(e) Understand the duties of a OOW when approaching a
port including compliance with the
Master‘s instructions in respect of:

engine room notice

advising ETA
‘
s to Port Authorities

giving the crew sufficient notice to make the vessel ready for arrival

making the pilot ladder ready

ensuring that weather is sufficiently calm for crew to work on deck

understand the requirement to test equipment prior to arrival especially with regard to

steering gear and communication systems

taking charge of working parties forward and aft

full knowledge of anchoring or heaving an anchor and safety measures to adopt
3 IMO principles of navigation watchkeeping and port duties
(a) Demonstrate a sound knowledge of the principles of keeping a navigational watch at sea and at anchor includingthe following:

watch arrangements especially in respect of lookouts

fitness for duty

navigational planning and position determination

navigation equipment

duties and responsibilities when taking over and keeping a watch

recording events while on watch

reporting of navigational hazards, derelicts and any event that could affect the safety of the

vessel or other vessels

when to call the Master(b) Demonstrate a good understanding of the various duties of the OOW in port with respect to
watchkeeping andcargo related matters4 Understand the duties of the OOW prior to entering and in drydock(a) demonstrate a
knowledge of special safety measures which must be taken while in drydock(b) describe the importance of coupling a shore fire line
to the ships fire main and a knowledge of theInternational Shore Connection(c) describe taking over a watch in drydock and entries
in the logbook273 Who is responsible forensuring the seaworthiness ofThe owner and the Master. It is expressly stated in the
Merchant Shipping Act 57of 1951
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the ship?274 What is the ICS bridge guide? This is an International Chamber of Shipping Guideline putting forward bestpractices
and recommendations for the safe management of the bridge in thenavigation of the vessel. It is based on the STCW standards for
keeping a properwatch.275 Under whichcircumstancesdo you as thewatch keepercall themaster?(a) In the event of visibility
dropping below 4 miles (company policy may be more or less than thisfigure).(b) If traffic was causing concern effecting the safe
passage of the vessel.(c) In the e
vent of failure of any of the ship‘s navigational
equipment.(d) If failing to sight a landfall when expecting to.(e) If sighting a landfall when it is unexpected.(f) If soundings are
shelving when unexpected.(g) In the event that difficulty is experienced in maintaining thecourse.(h) If a scheduled position is
unattainable or suspect.(i) In the event that the man management of watch keepersbecomes untenable.(j) In the event of heavy
weather or on receipt of a bad weatherforecast.(k) On sighting ice, or receiving an ice warning of ice beingreported on or near the
vessels track.(l) If sighting oil on the surface.(m) On any issue of security or shipboard alert.(n) In any other emergency, such as fire
or flooding, imminentcontact or contact with a submerged object.(o) If the vessel drags anchor.276 List theprocedure onhanding
overthe watchI would expect to follow any company policy and include the following:
(a) Appraise the relieving Officer of the ship‘s course, gyro and
magnetic headings, highlightingany compass or gyro errors.(b) Provide the relieving Officer with the current updated position of the
vessel and indicate theposition respective to the chart.(c) Draw attention to any visible shipping traffic and provide details as to the
current actions andintentions effecting relevant targets.(d) Appraise the watch Officer of the current weather patterns and advise on
the past and presentstate of visibility, passing on the latest weather report.(e) The watch Officer would be appraised of any night
orders left by the Master.
(f) If it is relevant, I would draw attention to the next ‗way point‘ and any expected alteration of
course.(g) If making a landfall or in coastal regions the under keel clearance would be noted and attentiondrawn to the least
oncoming areas of depth.(h) Any potential navigational hazards or possible security incursions would be discussed in
conjunction with the ‗passage plan‘.
(i) Should any defects have occurred these would be brought to the attention of the OOW (as wellas the Master, as they occur).(j)
The OOW would be appraised of all the operational instruments as to their performance. Radarspecifics such as range and
presentation would also be positively discussed.(k) It would also be normal practice to discuss events and activities over the
previous watch periodthat may or may not affect the overall performance of the vessel.Note: As the outgoing OOW it would be my
duty to ascertain the state and condition of therelieving Officer. Having let the incoming Officer adjust his eyes to the light and
visibility conditionsI would note any adverse feelings, that may be affecting the relieving Officer which may have beencaused by
sickness, overtiredness, drugs or alcohol. (In such an event where an officer felt thatthe relievingOfficer was not in a fit state to carry
out normal watchkeeping duties hewould be expected toinform the Master of his doubts.)
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277 After completing the 8
–
12night watch at sea andhanding over to the 2ndOfficer, what would be youractions?Having handed over the watch, I would
complete writing up the Deck Log Book,and sign the book as a true record of events. I would proceed below decks and
carry out ‗ships rounds‘ and security checks, inspecting all
accommodationalleyways, storage and domestic spaces.278 List theprocedure ontaking overthe watchCheck the course on the
chartCompare the course with that being steeredCheck targets around the ship for threatsConfirm the position on the chartCheck
the lookoutCheck the instrumentsCheck the engine settingsRead the night order book, navigation warnings and weather
reportsTake note of crew working on deck279 List the dutiesof the OOWprior toapproachingor enteringport

Ensure master is informed that vessel is approaching the port

Test the steering gear and the engine controls

Switch on echo sounder and check its accuracy.

Ensure the charts are available for the approach to port and courses are laid off in consultationwith the master

Confirm position on chart before handing overt to the master

Ensure the SA Flag is flying if daylight approach is being made

Ensure the correct lights are being displayed if a night approach is being made

Ensure the sides of the vessel are clear

Have mooring ropes prepared ready for use for and aft

Have heaving lines and fenders ready for and aft

Anchor is to be cleared ready for letting go

Crew is to be briefed for stations fore and aft

Galley is to be cleared and garbage prepared for sending ashore280 List the dutiesof the officerof the watch inport

See that no unauthorized persons come on board.

Anybody coming onboard to work must wear protective gear

Check mooring ropes for any chafing, or stretching or adjusting as draft changes

Check for fuel/fire hazard in galley, engine room and accommodation (do regular rounds)

Check gangway
—
to be manned and secure at all times. (Safety net, lifebuoys)

See that persons board and disembark safety (especially if under the influence!!)

Watch for stowaways, matches and lighters when working dangerous cargo/fuel.

Monitor discharge of catch. Loading of, stores, fuel, water, and spares

Familiarize first trippers and new crewmembers

Ensure owners and master‘s policy for harbour watch are maintained
281 What actionas the OOWdo you takewhen yourvessel isapproaching afog bank?
Follow the Master‘s standing orders (or company‘s procedures) which should cover at least the
following:

Inform the master

Place the engine room on standby. If necessary reduce speed

Post extra lookouts

Go onto hand steering

Switch on navigation lights

Close all watertight doors

Commence sounding fog signals

Fix the position of the vessel

Commence plotting any targets that are a threat

Stop loud work on deck

Make an entry in the deck logbook282 List the dutiesof the officerof the watchThe officer of the navigational watch shall:
•
keep the watch on the bridge
•
under no circumstances leave the bridge until properly relieved by an appropriate officer
•
continue to be responsible for the safe navigation of the vessel despite the presence of the
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Master on the bridge until informed specifically that the Master has assumed the con and this ismutually understood
•
notify the Master when in any doubt as to what action to take in the interests of safety
•
continue to be responsible for the safe navigation of the vessel despite the presence of a piloton board
•
if in any doubt as to the pilot‘s actions or intentions, seek clarification from the pilot; if doubt still
exists, they should notify the Master immediately and take whatever action is necessary until theMaster arrives
•
not undertake any other duties that would interfere or compromise the keeping of a safenavigational watch
•
ensure there are no distractions caused by the use of domestic radios, cassettes, CD players,personal computers, television sets,
mobile phones, etc
•
have available at all times, the services of a qualified helmsman in areas of high traffic density,in conditions of restricted visibility
and in all hazardous navigational situations ensure the vesselis in hand steering
•
keep in mind that the perceptions of watchkeeping officers on different types and sizes ofvessels may vary considerably when
assessing a close quarter situation and the time in whichavoiding action should be taken
•
keep a proper record during the watch on the movement and activities relating to the navigationof the vessel
•
station a person to steer the vessel and to put the steering into manual control in good time toallow any potentially hazardous
situation to be dealt with in a safe manner. Officers are furtherreminded that when the vessel is in automatic steering it is highly
dangerous to allow a situationto develop to the point where the OOW is without assistance and has to break the continuity ofthe
look-out in order to take emergency action
•
use the radar at all times in areas of high traffic density and whenever restricted visibility isencountered or expected and shall
have due regard to its limitations. Radar should be availablefor use at all times to enable the officers to use the equipment in clear
weather so as to fullyappreciate the limitations of the equipment
•
at sufficiently frequent intervals during the watch check the vessel‘s position, course and speed
using all appropriate navigational aids and means necessary to ensure that the vessel followsthe planned track
•
take fixes at frequent intervals. These fixes shall be carried out by more than one methodwhenever circumstances allow. The
largest scale chart on board, suitable for the area andcorrected with the latest available information shall be used. This includes
local navigationwarnings, and temporary and preliminary notices to mariners
•
maintain a radio watch
•
remain in charge of the bridge team until such time the master takes the conn
•
keep a general watch about the ship282 What factorsmust be takeninto accountwhen decidingon thecomposition
ofthenavigationalwatch?
• visibility, state of weather and sea;
• traffic density, and other activities occurring in the area in which the ship is navigating;
• the attention nece

ssary when navigating in or near traffic separation schemes or other routeingmeasures;
• the additional workload caused by the nature of the ship's functions, immediate operating
requirements and anticipated manoeuvres;
• the fitness for duty of any cre
w members on call who are assigned as members of the watch;
• knowledge of and confidence in the professional competence of the ship's officers and crew;
• the experience of each OOW, and the familiarity of that OOW with the ship's equipment,
procedures and manoeuvring capability;
• activities taking place on board the ship at any particular time, including radio communication
activities, and the availability of assistance to be summoned immediately to the bridge whennecessary;
• the operational status of
bridge instrumentation and controls, including alarm systems;
• rudder and propeller control and ship manoeuvring characteristics;
• the size of the ship and the field of vision available from the conning position;
• the configuration of the bridge, to the

extent such configuration might inhibit a member of thewatch from detecting by sight or hearing any external development;
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• any other relevant standard, procedure or guidance relating to watchkeeping arrangements and
fitness for duty.283 When andunder whichconditionsmay the OOWbe the solelook-out?Under the STCW Code, the OOW may be
the sole look-out in daylight conditions (see section3.2.1.1) provided that.
•
clear guidance must be given in the shipboard operational procedures manual,
•
must be supported by the master's standing orders as appropriate, and covering as
aminimum:- the circumstances under which sole look-out watchkeeping can commence;- how sole look-
out watchkeeping should be supported;- under what circumstances sole look-out watchkeeping must be suspended.
•
before commencing sole look-out watchkeeping the master should be satisfied, on eachoccasion,
that:- the OOW has had sufficient rest prior to commencing watch;- in the judgement of the OOW, the anticipated workload is well
within his capacity tomaintain a proper look-out and remain in full control of the prevailing circumstances;- back-
up assistance to the OOW has been clearly designated;- the OOW knows who will provide that back-up assistance,- in
what circumstances back-up must be called, and how to call it quickly;- designated back-
up personnel are aware of response times, any limitations on theirmovements, and are able to hear alarm or communication calls
from the bridge;- all essential equipment and alarms on the bridge are fully functional.284 What is abridge team?
•
All ship's personnel who have bridge navigational watch duties will be part of the bridge team.
•
The OOW is in charge of the bridge and the bridge team for that watch, until relieved.
•
The master and pilot(s), as necessary, will be supported by the team, which will comprise theOOW, a helmsman and look-out(s)
as required.
•
It is important that the bridge team works together closely, both within a particular watch andacross watches, since decisions made
on one watch may have an impact on another watch.285 What is therelationshipbetween thebridge teamand themaster?
•
When the master arrives in the bridge, his decision to take over control of the bridge from theOOW must be clear and
unambiguous.
•
The bridge team should have a clear understanding of the information that should be routinelyreported to the master, of the
requirements to keep the master fully informed, and of thecircumstances under which the master should be called.
•
It should be clearly established in the company's safety management system that the masterhas the overriding authority and
responsibility to make decisions with respect to safety andpollution prevention.
•
The master should not be constrained by a shipowner or charterer from taking any decisionwhich in his professional judgement, is
necessary for safe navigation, in particular in severeweather and in heavy seas.286 What wouldyou expect tofind in the
company‘s
standingordersregarding thesafenavigation ofthe ship?
• a clea
r statement that safety of life and safety of the ship take precedence over all otherconsiderations;
• allocation of bridge watchkeeping duties and responsibilities for navigational procedures;
• procedures for voyage planning and execution;
• chart and n
autical publication correction procedures;
• procedures to ensure that all essential navigation equipment and main and auxiliary machinery
are available and fully operational;
• advice concerning emergency responses;
• ship position reporting procedures;
•
accident and near miss reporting procedures;
• recording of voyage events;
• procedures for familiarisation training and handover at crew changes;
• a recognised system for identifying special training needs;• company contacts, including the
designated person under the ISM Code.287
What are the Master‘s
standing orders (orinstructions)?Master's standing orders would be written to reflect the master's ownparticular requirements and
circumstances particular to the ship, her trade and theexperience of the bridge team employed at that point in time.Standing orders
and instructions should operate without conflict within the ship'ssafety management system.
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Standing orders should be read by all officers before the commencement of thevoyage and signed accordingly. A copy of the orders
should be available on thebridge for reference.288 As the OOW, how often wouldyou be expected to take anazimuth/amplitude to
check onthe compass deviation obtaina compass error?

At least once a watch

After a major course alteration

When under pilotage if transits are available

If there was any concern about the compass or gyro accuracy or reliability289 Why is important to calculateand record the deviation
on aregular or daily basis?These observations are important, not only for safe navigation, but also to assistthe compass adjuster in
making an accurate analysis of the causes of deviation,should the compass require adjustment.290 What is the maximumallowable
deviation?When a new vessel is commissioned, compass deviation on any heading shouldbe no more than 3°. Thereafter, deviation
on any heading should be 5°or less.291 Whenpreparing topick up thepilot, explainyour duties asofficer of thewatchAction upon the
Masters orders and the company ISM check list about 1 hour before arrival at thepilot station would require that I:

Inform the Master of our ETA

Place engineroom on standby.

Get the extra necessary watchkeepers out of bed.

Identify the ship with the pilot station and give ETA

Establish the requirements:- for which side to board- pilot ladder height clear of the water- pilot boarding position- local weather con
ditions

Keep ship on track.

Run echo sounder

Prepare anchors for letting go.

Post extra lookout.

Out a man on the wheel

Prepare pilot signals (Flags ―G‖ and ―H‖ by day)

Maintain the logbook

Prepare to hand over to Master

Continuous position monitoring should be ongoing throughoutthe approach.

When Master takes the conn, establish bridge team procedure292 List the dutiesof the OOWwhen there isa pilot onboard
conningthe ship?When the pilot is on board a ship, he will temporarily join the bridge team and should be supportedaccordingly.
Despite the fact that the pilot is conning the ship, I am the
Master‘s representative
during his absence. (Courses to Pilots advice and Masters orders).I am expected to:
•
maintain an effective lookout at all times and keep the Master and Pilot informed of anything that comes to my attention;
•
monitor the ship‘s position ensuring that she proceeds along the pre
-planned track orbuoyed route (indirectly monitor the under keel clearance at all times the vessel is enroute;
•
ensure the pilots instructions are executed in a proper manner; and
•
ensure the bridge is properly manned and that crew are managed as and when required.And in the absence of the Master;
•
bring to the Pilots attention the bridge manoeuvring data, compass errors and anyinstrumentation defects and
•
at any time I feel things are not correct or going according to plan, bring my doubts to theattention of the Pilot.Maintain the
logbooks.293 While onwatch yousight a redflare on the

Take a bearing of the flare before it extinguishes

Call the Master

Note the time

Fix the vessel‘s position
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port bow.What do youdo?

Scour the radar screen looking for a target or a SART signal in the direction of the flare

Place the engine room on standby

Call out the one or two extra crew to act as lookouts

Put the standby man on the wheel

Take stock of traffic in the vicinity

Prepare a ―Mayday Relay‖ message for transmission

Prepare to hand over to the Master with a full report of the sighting and your actions

Prepare to provide support to the Master294 When on watch at sea, whatspecific signs indicate thepossible presence of a
tropicalrevolving storm in the area?What positive evidence wouldyou take into account to showthis is so in the absence ofradio
information?Assuming that the vessels position was between 5° and 35° latitude N/S of theequator and that it was the seasonal period for tropical
revolving storm (TRS),I would look for the following indications:(a) A swell may be experienced at a distance of up to 1000 miles
from the storm.(b) A more than normal decrease in the diurnal atmospheric pressure range.(c)
A change of direction in the ‗trade wind‘.
(d) High Cirrus cloud leading off in the direction of the storm.(e) An ugly threatening sky with black Cumulonimbus or Nimbostratus
cloudformation295 While working cargo in portthe fire alarm is activated.What would you do as theDuty Cargo officer at the time?It
would be prudent to stop all cargo work operations and remove all unnecessary
Personnel from the ship, e.g. stevedores. I would instruct the ship‘s foreman to
check his men are clear of the vessel by head count and report back to the ChiefOfficer that his men are clear and in safety. It would
then be expected that theCargo Officer would report to his designated fire muster station.296 About to leave port, themaster
instructs you to have
fore and aft ―single up‖. What
is this and why would he askyou to do this?As the OOW in the bridge I am to instruct the officers standing by fore and aft tosingle
up. This means that they will bring all the mooring lines except for a headline, stern line and back springs fore and aft. This is in
preparation for letting goand the ship departing the berth.297 What testmust becarried out onthe steeringgear?According to
SOLAS:Within 12 hours before departure, the ship's steering gear shall be checked and tested by theship's crew. The test
procedure shall include, where applicable, the operation of the
following:.1 the main steering gear;.2 the auxiliary steering gear;.3 the remote steering gear control systems;.4 the steering
positions located on the navigation bridge;.5 the emergency power supply;.6 the rudder angle indicators in relation to the
actual position of the rudder;.7 the remote steering gear control system power failure alarms;.8 the steering gear power unit failure
alarms; and.9 automatic isolating arrangements and other automatic equipment..10 Synchronize the repeater in the steering
flat.298 How oftenmust theemergencysteering gearbe checked?Emergency steering drills shall take place at least once every three
months in order to practiceemergency steering procedures. These drills shall include direct control within the
steeringgear compartment, the communications procedure with the navigation bridge, the alignmentof the
gyro repeater and, where applicable, the operation of alternative power supplies. The date upon which the checks
and tests prescribed in above are carried out and the date shallbe recorded. 299 Whenpreparing forsea what mustbe tested
andmade readyand available?a. Has a passage plan for the intended voyage been prepared?b. Has the following equipment been
checked and found ready for use?-
anchors- bridge movement book/course and engine movement recorder- echo sounder- electronic navigational position-fixing syste
ms- gyro/magnetic compass and repeaters- passage plan entered into integrated bridge system-
radar(s)- required AIS data inputs made, speed/distance recorder
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- clocksc. Has the following equipment been tested, synchronised and found ready for
use?- bridge and engine room telegraphs, including- rpm indicators- emergency engine stops- thruster controls and indicators, if fitte
d- controllable pitch propeller controls and indicators, if fittedcommunications facilities,
including- bridge to engine room/mooring station communications- portable radios- VHF radio communications with port authority- n
avigation and signal lights, including- searchlights- signalling lamp- morse light- sound signalling apparatus, including-
whistles- fog bell and gong system- steering gear, including manual, auto-pilot and emergency- changeover arrangements
and rudder indicators- window wiper/clearview screen arrangementsd. Is the ship secure for sea?- cargo and cargo handling
equipment secure- all hull openings secure and watertight- cargo/passenger details available- stability and draught
information available. e procedures 300 What stepsmust be takenwhenpreparing forarrival at aport?a. In preparing the passage for
arrivalb. Has the passage plan been updated following receipt of the Shore-to-ShipPilot/MasterExchange form and all latest
navigational warningsc. Has the ETA been sent with all relevant information required by local regulationsd. Is
it necessary to rearrange cargo/ballast?e. Has the following equipment been prepared and
checked?- course and engine movement recorders- clock synchronisation- communications with the engine control room
and mooring stations- signalling equipment, including flags/lights- deck lighting- mooring winches and lines, including heaving lines-
pressure on fire main- anchors cleared away- stabilisers and log tubes housed, if fittedf. Has the steering gear been tested, and
has manual steering been engaged in sufficient timefor the helmsman to become accustomed before manoeuvring commences?
g. Have the engines been tested and prepared for manoeuvring?h. Has the Pilot Card been completed and are the pilot
embarkation arrangements in hand?i. Have VHF channels for the various services (e.g. VTS, pilot, tugs, berthing instructions)
beennoted and a radio check carried out? j. Has the port been made fully aware of any special berthing requirements that the ship
mayhave?301 What checkshave to becarried outafter pilotembarkation?
a.
Immediately on arrival on the bridge, has the pilot been informed of the ship’s heading,
speed, engine setting and draught?b. Has the pilot been informed of the location of lifesaving appliances provided
on boardfor his use?c. Have details of the proposed passage plan been discussed with the pilot and agreedwith the
master, including:
- radio communications and reporting requirements- bridge watch and crew stand-by arrangements
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- deployment and use of tugs- berthing/anchoring arrangements- expected traffic during transit- pilot change-over arrangements, if a
ny- fender requirements
d. Has a completed Pilot Card been handed to the pilot and has the pilot been referred tothe Wheelhouse Poster?e. Have
the responsibilities within the bridge team for the pilotage been defined and arethey clearly understood?f. Has
the language to be used on the bridge between the ship, the pilot and the shorebeen agreed?g. Is the progress of the ship
and the execution of orders being monitored by the masterand officer of the watch?
h. Are the engine room and ship’s crew being regularly briefed on the progress of the ship
during the pilotage?i. Are the correct lights, flags and shapes being displayed?
302What are the particular dutiesof Officer of the Watch (OOW)regarding the look-out rule?Observe all vesselsAscertain the risk of
collisionKeep an eye on his own shipVerify nautical instrumentsCheck the course (especially with auto pilot)Be particularly vigilant
when:Meeting a vessel end onOvertaking another vessel303 What is the purpose of thelookoutTo
report:- any light- any vessel- any floating object- any sound signal (especially in restricted visibility)- anything abnormal that comes t
o his attention
Keep an eye on the OOW, ensuring that he does not fall asleep
304 What is a shipreportingsystem andwhat is itsfunction?Ship reporting systems are organisations like Automated Mutual Vessel
Reporting (AMVER),Australian Ship Reporting system (AUSREP), INSPIRES, JASREP, etc. They can be voluntaryposition
reporting schemes like AMVER or compulsory reporting schemes like AUSREP, forvessels entering Australian water
s. It allows the organisation to monitor ship‘s positions during the
ocean voyages and provides mutual assistance in the event of a marine emergency.305 While
on watch at sea in the North Atlanticyou receive an iceberg warning from theInternational Ice Patrol providing icebergpositions.
What would you do?The positions of the icebergs would be plotted onto the navigation
chart along with the ship‘s current position. The ship‘s Master
would be informed of the report and made aware of the proximity oft
he danger to the ship‘s p
osition306 What entries aremade in the decklogbook

Weather information in 4 hourly intervals or more regularly if required

Name of the officer of the watch

Names of the lookouts

Courses steered

Position when courses are altered

Noon position

Time related happenings around any emergency

Time arriving alongside

Time leaving the quay

Time entering or clearing a harbour or channel

Time when and which holds were cleaned

Instructions to the engine room

Name of pilots and tugs307 Where will you obtainweather forecasts

The coastal radio stations as advertised in the list of lights and radio signals

The internet

From specific weather providers such as routing agencies
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
Other ships at sea308 What is Maritime Safety Information (MSI)made up of?

Navigation warnings

Weather reports

Urgency messages

Distress messages309 Where you find the information needed for the receipt of MSI? The list of lights and radio signals.310 What i
nformation is available
in the ―List of Lights and RadioSignals‖ for the receipt of MSI

Modes of transmission such as VHF, HF, EGC or Navtex

Frequencies for transmission

Times of transmission

Exactly what will be transmitted at the relevant times311 Whatinformationis found inthe SA Listof Lightsand RadioSignals?

Names, details, characteristics and identification information of all the navigational lights foundon the SA and Namibian coasts.

Names, details and identification characteristics of Racons found on the SA and Namibiancoasts.

General information on navigational warnings.

Port control communications.

Radio calling in points.

Meteorological services. Times, frequencies and transmitting stations.

Coast radio Stations.

An introduction to GMDSS.

Brief description of SASAR

The ship reporting system.312 Whatinformationis found inthe SA TideTables?

A general description of the definitions and datum‘s used for tidal predictions in the RSA and
Namibia.

Tide tables (HW and LW with the times) in the ports of Namibia and SA.

Hourly prediction tables for the ports of Namibia and SA.

Tables of sunrise, sunset, moon rise and moonset.313 In a nautical mile:1.How many meters are there2.How many feet3. How
many cables and4. how many meters in acable1. 1852
meters2. 6080 feet3. 10 cables4 185.2 meters314 If your vessels speed is 12knots, how many meters doesit cover in 1 minute (Do
notuse a calculator.)

370m.60 min = 12 miles1 min = 12/60 miles= 0.2 miles= 2 cables= 2 x 185.2m= 370m is a good enough
answer.315 What information is found in aSouth African Notice toMariners and how often is thisnotice published?

Temporary, preliminary and permanent amendments to charts andpublications published by the Hydrographer of the SAN.

A list of Navarea and Coastal navigation warnings in force and thosecancelled.

A detailed form on how to make a report to the hydrographer regarding a noteof importance for insertion in the nautical
publicationsPublished monthly in the
Republic.316 How often are United Kingdom Notice to Mariners published? Weekly317 What do you do with theinformation in a
permanent ortemporary notice?

Ink in the permanent notices affecting charts in your vessel‘s chart folios

Pencil in temporary notices affecting charts in your vessel‘s chart folios

318 What is theannual notice tomariners andwhat information

It is an annual consolidation of notices of general safety information effecting the seafarer

The general notices cover such matters as SAR, Subsunk, Navareas, Composition ofnavigation warnings, how to report a shipping
threat, routing information, etc.

It is notice number 1 for the year
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does it contain?319 Who cangenerate anavigationwarning?

The master of a ship

A harbour master

The Hydrographer of the Navy

The maritime authority

Any person responsible for an operation at sea or on the shore which can or does affect safetyat
sea.320 List the navigationpublications required onboarda SA cargo ship oninternational voyages

The latest updated charts covering the intended voyage

Chart reference catalogue

List of lights for the area the ship is operating in

List of radio signals for the area the ship is operating in

Tide tables for the area the ship is operating in

The annual summary of South African Notices to mariners

Notices to mariners,

Sailing Directions for the area the ship is operating in

Code of signals

IMSAR Volume III

Table of Life-Saving Signals,

The International Code of Signals

The Standard Marine Navigational Vocabulary

Nautical almanac;

Navigation tables;

Operating and maintenance instructions for navigational aids carried by theship.321 Under the UK MCA MarineNotice system, what
are thethree types of marine notices?
•
The Merchant Shipping Notices (MSNs)
•
The Marine Guidance Notices (MGNs)
•
The Marine Information Notices (MINs).322 How would you ascertain thereliability of the navigationchart?

Date of publishing along the bottom border

Date of printing also along the bottom border

Survey information used in the compilation of the chart. Found is title area

If the chart is corrections are up to date. Found at bottom left hand corner andchart correction log.323 When actingas the officerin
charge ofthe aftermooringstation, whatwould beyour mainconcerns andpriorities?The candidate must emphasize that the safety of
personnel engaged on the mooring deck is his orher prime concern. He or she must pay particular attention to effective
communications to and fromthe mooring station/wheelhouse and proper and effective communication amongst the mooringcrew. He
or she would carry out an inspection check ensuring
that:- the winches were checked by running;- heaving lines were in place;- chain and rope stoppers were in place,- ropes and wires
properly flaked out, inspected and so laid out to be ready for running withno
kinking;- messengers readily available;- sufficient illumination at night to provide a safe work place;- the mooring crew was
properly kitted out with their PPE and briefed about the mooring job;The candidate must indicate that he or she will follow orders
from the bridge as when ropes are tobe sent ashore or heaved in so as to keep the propeller clear; and an eye must be kept on
ropesbeing run or heaved to prevent slack gathering on the water which could foul the propeller.324 When takinga dockingtug,
howwould yousecure the
tug‘s wire
towline?Instructions from the bridge would dictate the position the tug is to be made fast and in someinstances, the method of
securing the tug wire. In general the ship would pass a heaving linefollowed by a messenger rope. The wire is hauled onboard
through the correct fairlead using themessenger. It is passed around the bitts and hauled inboard until there is sufficient wire on
deck tosecure it to the bitts using a wire stopper and a figure of eight turns on the bitts. The eye is keptclear of the bitts. In some
cases the instruction would be to secure the eye around the bitts. Theeye is then placed around the bitts furthest from the fairlead
and led round the bitts nearest thefairlead. Securing the wire around the bitts distributes the load on a longer wire making up the
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figure of eights around the bitts and not just on one wire of the eye around the bitts. The stopper isreleased and the weight taken on
the bitts when the
―
figure of eights
‖
have been lightly lashed onthe last turn.325 How wouldyou go abouttransferringan injuredcrewman toanother shipwith a
rescueboat?- Approach other vessel on his windward side, making a lee
for your boat.- Stop a ships length off- Lower your boat on the lee side.- Consider lowering the boat with injured crewman in the
boat. He might be stretcher borne.- Place injured person into the boat which can now run down wind to the other
vessel.- Ensure boat is under the command of an experienced officer.- Maintain portable radio contact with boat
-
Meanwhile go around to the other vessel‘s leeward side so that your boat can run with the wind
back to your ship in the lee of the other vessel
326 How wouldyou go abouttransferringan injuredcrewman toanother shipwith aliferaft?


Approach other vessel on his windward side, making a lee for your raft

Attach two long painters to the liferaft

Place the injured crewman in the raft

Transfer a line to the other vessel whose crew will pull the raft to their vessel

After the person is transferred the raft can now be pulled safely back to your vessel and liftedon board

Do not deflate raft. Launch and recover down the ramp, or at lowest freeboard327 What is the length of a shackleof anchor cable?A
shackle (or shot) is 15 fathoms (90 feet), or 27.5m328 What are the parts of a
‗stockless anchor‘?
329 How are shackle lengths joinedtogether?The most popular method of joining anchor cableshackles is by the use
of ‗Kenter Lugless‘
joining
shackles‘ alternatively ‗D‘ lugged joining shackles may
be used330 What type of braking system,
do you find on the ship‘s
windlass?There are several types of braking systems commercially available but probablythe most
widely used is the ‗band brake‘. Alternative system would be a ‗discbrake‘
331 How is the
‗bitter end‘ of
the anchorcablesecuredThe last link of the last shackle is usually an open link which is held in check by a through, drawbolt, in a
bracket or clench, quick release arrangement.Securing the Bitter End. Current regulations require that the chain cable can be
slipped from aposition external to the cable locker. The bitter end attachment being achieved by an easilyremoved draw bolt system
or similar arrangement.
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inside thechain locker332 How would you break a Kenter,Lugless joining shackle?
To break a Kenter joining shackle, ‗punch and drift‘ the ‗spile pin‘. Movement ofthe spile pin will push out the ‗lead pellet‘. Once
the spile pin is remo
ved, knockout the centre stud then separate the two shackle halves by hammer blows tothe side of the
link.333 What prevents the spile pinfrom accidentally falling out ofthe joining shackle with thevibration caused in the cablewhen
operating anchors andcables?Once the tapered spile pin has been inserted into the shackle, a lead mould
pellet is forced into the ‗dove tail chamber‘, a space above the top of the pin.
This shaped cavity prevents the lead from dropping out, while at the same timeretaining the spile pin334
What and where is the ‗snug‘ on
a windlass?The snug is the recess found on the gypsy of the windlass or cable holder
–
thatholding position where the individual links drop into onto the gypsy335 How would you remark thechain?When in Dry Dock, it is
decided
to ‗end for end‘ the anchor
cables. Once this operation iscompleted, what action mustnow be carried out before thecables are returned to the chainlockers?The
joining shackle between each shot (cable) of chain is painted red. A numberof links on each side of the joining shackle
corresponding to the number of shotsis painted white. The last link painted white has seizing wire bound around thestud. The last
length of chain is painted yellow to serve as a warning that theend of the chain is approaching and the bitter end is almost
there.336 What is the advantage ofmooring using two anchors asopposed to a single anchor?Use of two anchors is used where
weather is causing problems and a secondanchor is employed usually to prevent the vessel from dragging her singleanchor. Where
a designated moor
is used, like a ‗running moor‘
, two anchors areemployed to reduce the circle of swing.337
Where would you find the‗ganger length‘ on an anchor
cable?The ganger length is the term given to the few additional links found between
the Anchor Crown ‗D‘ Shackle and the first (1st) joining shackle. The ganger
length may or may not have a swivel piece within it.338 How wouldyou test thebrake on thewindlass?Once the brake has been
turned on, it can be tested by the following methods:(a)Having walked the anchor clear, reverse the movement of the windlass and
turn the gear platesback to provide a small space between them. Turn off the power and watch to see if the gear plates
close up on themselves. If the gear plates remain stationary and the ‗gap‘ does not close the brake
is effective.
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(b)Alternative method would be to put the brake on and provide a burst of power to the chainmovement. Provided the anchor chain
does not move forward, it will be observed that the windlessbed shudders under the stationary weight. The brake can be considered
as being effective. (This isnot the best method as over time it could strain the securing of the windlass bed.)339 Where
would you expect to find
a swivel link in the anchorcable?If the cable contains a swivel piece this would normally be found next to the
Anchor Crown ‗D‘ shackle set into the ganger length before the first joining
shackle of the cable.340 Name twotypes of bowstoppers forthe anchorchain?
There are two popular types of bow stopper employed. These are the ‗Guillotine Bar‘ type and the‗Compressor‘ type.
Tanker and offshore vessels often employ an auto-kick down (AKD) typestopper, which is counter weighted to wedge against the
links of the chain.341 When anchoring how muchcable would you use?Depends on

Depth of water
—
at least 4 times depth of water

How long you intend to stay at anchor

Nature of holding ground
–
Mud sand or shells. Never anchor over a rock or arocky bottom

Strength of the tide

Weather conditions. Wind direction and force, Swell height.

How much sea room you have.342 How would you preparethe anchor for letting go?

Apply the winch brake

Order power on deck

Remove the hawse and spurling pipe covers

Remove stoppers, clamps or guillotine

Take winch out of gear

Turn the winch

Put into gear and take brake off

Ensure all is clear below the anchor, on deck, and in the chain locker

Lower anchor down to the waterline

Apply the brake and take out of gear

Anchor is ready to let go

Anchor ball is ready to hoist343 How does theanchorsystem keepthe ship inone position?It is the amount of anchor chain that
effectively keeps the ship securely anchored in one position.It is not just the weight or size of the anchor itself. When anchoring the
ship it is the aim to lay asubstantial length of cable in a line on the seabed and not just lay it in a heap. This action providesa
horizontal pull on the anchor to drive the flukes into the holding ground. A short length of cable
would have the tendency to pull the anchor upwards and cause the anchor or ―break out‖.
344 Why should the anchor beprepared for letting gowhen entering or leavingportIntheeventofan emergency,suchasengineorsteeringfailuretheanchor
can beusedtobringtheshiptoahastyhalt.345 Howwould yousecure theanchors,when thevessel isabout toproceedto sea?Firstly the anchors are
to be kept ready for use in an emergency and are only secured for a seapassage when the master is satisfied that the ship is clear
of any threats that could be brought aboutby engine failure in the confines of the port and its approaches. Once the master orders
secure the
anchors, they are heaved ―home‖ or checked that they are home. Next the windlass brakes are firmly
applied. The bow stoppers are secu
red and the hawse pipe covers are set in position. Next the devil‘s
claws are hooked into the chains and the turn buckles are tightened to take up slack in the claws.Additional lashings can be passed
through the chain links and tightened. A belt and bracesarrangement. Finally the windlass is taken out of gear and the spurling pipes
are sealed.346
List ―good‖ and ―bad‖
holding ground.Good holding ground:- Mud or clayBad holding ground:
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-
Ooze, marsh, soft sand, rock, pebble.347 How is the
―bitter end‖ of
the anchorcable securedinside the chainlocker?The last link of the last shackle of chain is an open link which is held in a quick
releasearrangement which consists of a through draw bolt in a bracket or clench fitted into the wall ofthe chain locker. The through
bolt can be cleared from outside the chain locker. The areaaround the bracket or clench is strengthened to accommodate the chain
being accidentally runout to the bitter end.348 How do youknow, after lettinggo the anchor,when the vesselis brought up?By
watching the cable after applying the brake once the required scope has been played out. If
the cable rises up, to long stay and then bows, to form a ‗catenary‘, then rises again. This cable
movement is an indication that the vessel is riding to her anchor not dragging her anchor. If thecable stays taught all the time it may
be assumed that the anchor is dragging under the tension349 How would you normallypump out the chain locker,aboard a general
cargovessel?
Normal practice would be to use a manual ‗hand pump‘ operation. The reason for thisis that the construction Regulations only allow
the ‗collision bulkhead‘ to be pieced
once and this is usually assigned to the fore peak tank because of its regular use, thechain locker being traditionally positioned
forward of this bulkhead.Note: Deep draft vessels would usually employ an educator process350 How would you measurethe size of
anchor cable?Measure the diameter in millimeters of the bar that the link is manufactured from, by
use of ‗external calipers‘.
351 When weighinganchor, whenwould youinform thebridge that theanchor is
―aweigh‖.
Once the anchor clears the bottom the up and down chain will fall back towards the hawse pipeand hang directly up and down
under the pipe. The anchor is no longer attached to the seabed
and the anchor is aweigh and the ship is ―underway‖. However, the prudent ship‘s officer will wait
a while until he or she can see the anchor and he or she can confirm it is clear and has not beingfouled. He or she will indicate to
the bridge that the anchor is aweigh352 What is thedifference
between ‗shortstay‘ and ‗longstay‘?
Short stay is a term used to express a short amount of visible cable at a steep angle from thehawse pipe to the water surface.
Whereas long stay is a term which describes where the cable isin a more horizontal direction towards being parallel to the surface of
the water. The cable is said
to ‗grow‘ from a shorter stay to a long stay aspect
353 How isananchorwatchkept?

Must be kept by a qualified officer, not a rating.

Maintain a regular check on the anchor position to ensure anchor is not dragging. Use crossbearings, GPS position, radar range
and bearing, or echo sounder

Engines to kept on instant readiness.

If you suspect the vessel is dragging hr anchor, feel anchor the anchor cable for vibrations or jumping

Ensure proper anchor signals displayed by day and night. In reduced visibility use the bell or hornsignal

Keep a look out for small vessels, and robbers/stowaways boarding

Call master for change in weather or anything unusual

Make regular rounds of accommodation at night (Galley and Engine Room)

Maintain a watch on the weather conditions [Navtex, Barometer, wind]

Obeycompanyandmaster‘sstandingandnightorders.
354 What is the difference
between a ‗fouledanchor‘ and a ‗fouledhawse‘?
The fouled anchor is the description given to when the anchor itself is fouled by some
object like a cast off fishing wire, or even by its own cable turned around the fluke. Afouled hawse occurs when the vessel has
moored with two anchors and ship‘s anchor
cables have become entwined, usually caused by a change in the wind direction, causingthe vessel to swing in opposition to the lay
of cables.355 While acting as OOWaboard a vessel ridingto a single anchor,you observe that theIf excessive yawing is taking place
there is a danger that the anchor will be broken out ofthe ground allowing the vessel to subsequently drag her anchor. The OOW
would beexpected to inform the Master of the vessels movement and he would probably ordermore cable to be laid. The position
and the weather conditions should be tightly monitored
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vessel is yawingexcessively from sideto side. What are thedangers of this andwhat action would beexpected?and the state of any
tidal stream should be checked.356 As theresponsibleofficerwhatwouldyourequireto be inplacewhenthecrew rigthegangway1
Handrails
–
These should adequately fence off the ladder and be kept at 1m in height. If these aremade of rope they must be monitored and
kept taut at all times.2 Steps and Platforms
–
Must be kept clear of oil and debris. If a bottom platform is fitted on thegangway, this must be kept horizontal and have stanchions
fitted to enable the safety rope to continuethrough them.3 Illumination
–
The access area of the vessel, the total length of the gangway and the quayside is to bekept adequately lit to ensure safe transit.4
Lifebuoy
–
This must be fitted with a separate safety line attached to a quoit or similar device and a selfigniting light. This must be positioned
on the vessel at the top of the access point.5 Safety Net
–
If it is applicable and practicable a safety net is to be fitted under every part of the accessladder or gangway extending on both
sides and kept taut. The net must not be secured to any fixedpoint on the quay.6 Watchman
–
Even if it is not applicable under local regulations for some vessels to comply with theISPS Code, i
t must be borne in mind that it is good practice to have a member of the vessel‘s crew
permanently stationed at the gangway for safety purposes.7 Bulwark Ladder
–
These should be utilised when the top of the gangway or portable ladder rests or islevel with the bulwark. It should be securely
attached to the vessel to prevent movement and must beequipped with 2 rigidly secured handrails / stanchions.8 Fire Plan
–
This is placed in the vicinity of the gangway9. Signage highlighting the maximum number of persons on the gangway at one time
and the goodpractice of not carrying too much whilst on the gangway. This enables the person to leave a hand free tohold onto the
handrail.In addition, prevailing circumstances e.g. weather and events, which may create temporary trippinghazards must be taken
into account and highlighted as necessary.357 What should beregularly inspected ona gangway in use- That it is safe to use.-
Cleanliness.- Defects, including physical damage.- That it is free to move.- That it is not going to get caught by a rising or falling
tide358 How is agangwaymaintained- All boarding equipment should be maintained and checked at regular intervals designated
by aplanned maintenance programme.- Any faults which are noted on the equipment must be dealt with immediately and in
a fullyapproved manner.- Aluminium equipment should be particularly checked for corrosion- and ladders should not be painted in
case this conceals defects- All moving parts are in good working order and are well
greased- All associated equipment is available and correctly located- Treads must be inspected to ensure that they are secured and
in good order.359 What information isavailable in the firewallet at the gangwayheadThe Fire Plan which contains information that
may be useful in an emergency e.g. cargostowage plan, stability details, crew list, General Arrangement plan and a plan
highlightingthe location of
vessel‘s safety equipment etc ...
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360 What is thefunction of thewatchman onthe gangwayEven if it is not applicable under local regulations for some vessels to
comply with the ISPS Code,
it must be borne in mind that it is good practice to have a member of the vessel‘s crew
permanently stationed at the gangway for safety purposes.They will be able to assist persons transiting the gangway as required
and to monitor anydangerous practices.He or she is the first point of contact on the vessel for the boarding person. If a vessel
isalongside a berth affected by tidal conditions, constant reassessment of the situation should becarried out.In addition the
watchman must have access to the times of high and low waters and be aware of
any cargo operations which may affect the vessel‘s trim.
If a watchman is not present at the gangway and an incident
occurs, the vessel‘s crew may carry
on with their duties unaware of the situation.361 Why isimportant toconduct astowawaysearch beforethe ship sails?Stowaways can
cause the following problems:
• inter
-personal problems, especially for the master, the crew and the stowaways on board,
• legal problems,
• financial problems for shipowners and States‘ authorities in ports of call (i.e. costs of
maintenance and repatriation of a stowaway and/or fines); and
• the number and/or behaviour of stowaways may
endanger the safety of the crew and /or theship.362 What is the legalstatus of astowaway?The status of a stowaway is unclear.
Onboard a vessel it is impossible to determine whether astowaway is a refugee, an asylum seeker, an illegal immigrant or a
criminal. A stowaway‘s
status in relation to the Safety of Life at Sea Convention (SOLAS) whilst onboard the vessel isalso unclear.363 How do youtreat
astowawayonboard?A stowaway should be treated fairly and humanely whilst on board and his/her human rights mustbe respected
by the master and the crew at all times. Such fair and humane treatment shouldinclude:
• Checks on a stowaway‘s physical and mental health;
• Provision of suitable food and lodging;
• Avoidance of actions or
behaviour
that might intimidate.
• Do not arrest or un
-necessarily detain the stowaway (this does not affect the right of the master tomaintain discipline and order on board). However the
master may have to detain the stowaway(s)for their own safety or for the safety of the crew/ship;
• Give the stowaway basic training in case of emergency (fire or abandon ship); make sure he/she
has got a lifejacket and has been allocated an emergency roster in case of abandon ship;
• Do not force a stowaway to work; if he/she wi
shes to work, make sure basic training is given onaccident prevention and resolve the question of remuneration and liability;
• Be aware of flag state laws and regulations which might need to be taken into account
364 What do you do whenyou find stowawaysonboard?It is important to report and keep accurate records of the circumstances if
you detectstowaways on board, namely:
•
the time and position of detection of the stowaway.
•
the stowaways name, address, nationality, etc. (if you can make yourselfunderstood);
•
inform the vessel‘s owner and the relevant authorities;

365 What logbook entriesshould be made for avessel enteringdrydock?- Pilot, name- Tugs ( by name) engaged fore
and aft or as engaged- Vessel proceeding towards open lock- Line ashore foward and aft- Tugs dismissed- Moorings carried up port
/starboard- Stern clears gates- Vessel stopped making headway inside the dock- Dock gates closed- Moorings checked to hold ves
sel- Moorings adjusted to align ship fore and aft- Dock pumps commenced pumping out dock water- Block contact made
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- Vessel takes blocks overall- Side shorespassed to port and
starboard- Residual water cleared from dock- Gangway access landed between shore and ships side- Gangway walkable- Pilot dis
missed- Pumping of the dock complete and dock floor walkable361 What are the duties ofthe OOW with thevessel in drydock?-
At all times he or she remains the Master‘s representative.
- Adhere to company ISM procedures.- Carry out dry dock functions allocated by the Chief Officer- Manage the crew allocated to de
ck watch.-
Maintain:- a safety watch- a fire watch- a security watch- a watch for pollution incidents- contact with the drydock manager/
representative/foreman- the fire line connection- the log book- list of tanks emptied and filled- Ensure that work permits are adhered
to.- Ensure compliance with dock regulations
TOPIC FIVE: CONNING AND MANOEUVRING A VESSEL INCLUDING EMERGENCYMANOEUVRE PROCEDURES
1
Helm orders and conning the ship
(a) demonstrate a knowledge of common helm orders and procedures in giving and acknowledginghelm orders and correct any
steering errors including chasing the compass(b) understand the effects of wind and current on the conning of the vessel(c)
understand the terms: transfer; and advance and is familiar with turning circles(d) understand bank cushion and suction effects and
the interaction between ships passing at closerange and know the helm orders to counteract these effects(e) understand the effects
of passing close to shallows on one side of the vessel2
Effects of propellers on the steering of the vessel
(a) Effects of transverse thrust(b) The effect of Kort nozzles3
Emergency Manoeuvres
(a) Describe fully the procedures to adopt in respect of a man overboard(b) Thorough understanding of the procedure to adopt
should a grounded vessel be unexpectedly besighted ahead(c) Thorough understanding of the procedure to adopt should a vessel
drag anchor(d) Thorough understanding of the procedure to adopt when a vessel is being blown onto a lee shore26(e) Thorough
understanding of the procedure to adopt and initial action to be taken in the event of afire on deck in order to reduce relative deck
wind and/or to keep the deck clean of toxic vapours(f) Thorough understanding of the procedure to adopt when a landmark or other
navigationalsighting is overdue or not sighted or if the vessel is well away from the intended track(g) Describe the procedures for
putting engines on immediate standby in cases of deterioratingweather4
Drills, musters and emergency parties
(a) Describe the frequency and reasons for holding emergency drills and musters and procedurescarried out at such drills including
fire, collision, abandon ship and oil spills(b) Describe the various emergency signals of bells and whistles(c) Describe the ability to
draw up well balanced emergency parties and the duties of each especiallywith regard to fire or flood situations(d) Describe the
content of muster bills, safety plans and their location and the various safety related
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information/instructional posters on the vessel(e) Demonstrate knowledge of taking control of an emergency party(f) Demonstrate
knowledge of emergency fire pumps(g) Demonstrate knowledge of the reasons to close flaps, vents and other openings as well as
meansof stopping fans remotely and locally(h) Reasons for fitting of a forepeak valveTips for the orals¨When thinking about a risk
assessment, think what you would feel like if any of your crew got injured or died under yourresponsibility, it's your responsibility to
make sure they get home to their loved ones.Inflatable life jackets are great for personnel working on deck, make them use them,
it's for their safety, either they usethem or you put the person ashore, your responsible for their safety.Safety equipment are bought
for the crews safety, make them use it(1) Hard hats(2) Survival suits(3) Safety harnesses(4) Steel toe cap rubber boots(5)
Waterproof oilskins(6) Rubber Gloves(7) Warm clothing362 What is the sequence of ordersbetween the officer conning theship and
the helmsman?

When the Officer of the watch requires a course to be steered by compass,the direction in which he wants the wheel turned should
be stated followed byeach numeral being said separately, including zero, for example: On receipt ofan order to steer, for example,
182°, the helmsman should repeat it and bringthe ship round steadily to the course ordered.
ORDER COURSE TO BE STEERED'Port, steer one eight two' 182°'Starboard, steer zero eight two' 082°'Port, steer three zero five'
305°

When the ship is steady on the course ordered, the helmsman is to call out:'Steady on one eight two'.

The person giving the order should acknowledge the helmsman's call out.

If it is desired to steer on a selected mark the helmsman should be ordered to:'Steer on . . . buoy . . . (mark) . . . (beacon)'.

The helmsman should repeat the order and when steady on the mark call out:

'Steady on . . . buoy . . . (mark) . . . (beacon)'.The person giving the order should acknowledge the helmsman's call
out.363 What do the following helm ordersmean:a. Midshipsb. Hard-a-portc. Port fifteen and then d. ease to10ºe. Starboard fifteenf.
Steadyg. Wheel admidshipsh. Steady as she goesa. Helmsman brings the wheel to midships. The rudder indicator should read0º.b.
Helmsman puts the wheel hard-a-port. The rudder indicator should read 35ºto port.c. Helmsman puts the wheel 15º to port. The
rudder indicator should read 15ºto port.d. Helmsman brings the wheel back to port 10º. The rudder indicator shouldread 10º to
port.e. Helmsman puts the wheel 15º to starboard. The rudder indicator shouldread 15º to starboard.f. Helmsman catches the swing
by applying a bit of opposite rudder.g. Same answer as a.h. The helmsman steadies the ship on the compass heading indicated at
the
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time of the order and then steers that course. .
364 What effect does thewind and current haveon a ship?


Wind: Normally acts to force the ship bodily downwind. The force it exerts is proportionalto the square of the velocity of the wind;
the more freeboard and sail area, the greaterthe effect of the wind.

Current: The movement of water exerts a force on the hull is similar to the force of windagainst the superstructure, however, the
force resulting is much larger for a givencurrent velocity due to the density of water. Thus, current has more effect on the shipthan
wind does. Deep draft vessels are effected more by current than shallow draftvessels.365 Define advance and
transfer in a ship‘s
turning circle.

The advance of a ship for agiven alteration of course is thedistance that her compass platformmoves in the direction of her
originalline of advance, measured from thepoint where the rudder is put over.

The transfer of a ship for agiven alteration of course is thedistance that her compass platformmoves at right-angles to her
originalline of advance, measured from thepoint where the rudder is put over.366 What is a muster listand what informationwould
you find on it?1. The muster list shall show the duties assigned to the different members of the crewincluding:.1 closing of the
watertight doors, fire doors, valves, scuppers, sidescuttles, skylights,portholes and other similar openings in the ship;.2 equipping
of the survival craft and other life-
saving appliances;.3 preparation and launching of survival craft;.4 general preparations of other life-saving appliances;.5 muster of p
assengers;.6 use of communication equipment;.7 manning of fire parties assigned to deal with fires; and.8 special duties assigned
in respect to the use of fire-fighting equipment andinstallations.2. The muster list shall specify which officers are assigned to ensure
that life-saving andfire appliances are maintained in good condition and are ready for immediate use.3. The muster list shall
specify substitutes for key persons who may become disabled,taking into account that different emergencies may call for different
actions.4. The muster list shall show the duties assigned to members of the crew in relation topassengers in case of emergency.
These duties shall include:.1 warning the passengers;.2 seeing that they are suitably clad and have donned their
lifejackets correctly;.3 assembling passengers at muster stations;.4 keeping order in the passageways and on the stairways and
generally controllingthe movements of the passengers; and.5 ensuring that a supply of blankets is taken to the survival craft.5. The
muster list shall be prepared before the ship proceeds to sea.
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6. After the muster list has been prepared, if any change takes place in the crew whichnecessitates an alteration in the muster list,
the master shall either revise the list orprepare a new list.7. The format of the muster list used on passenger ships shall be
approved.367 How many lifejacketsshould there be onyour ship?A for every person on board the ship and, in addition:

Children‘s lifejackets equal to at least 10% of the number of passengers on board shall
be provided or such greater number as may be required to provide a lifejacket for eachchild; and

Additional lifejackets carried for persons on watch, stowed on the bridge, in the enginecontrol room and at any other manned watch
station. Also at remotely located survivalcraft stations.368 How many immersionsuits should there beon your ship?For cargo
ships1. An immersion suit of an appropriate size shall be provided for every person on boardthe ship.2. If the ship is constantly
engaged in warm climates where, in the opinion of theAdministration thermal protection is unnecessary, this protective clothing need
not becarried.3. Bulk carriers must carry immersion suites for everybody onboard.4. If a ship has any watch or work stations which
are located remotely from the place orplaces where immersion suits are normally stowed, additional immersion suits of
anappropriate size shall be provided at these locations for the number of personsnormally on watch or working at those locations at
any time.369 Your are the OOWand while at sea aman is lost overboardfrom an amidshipsposition. List youractions.

Sound the General Alarm or the Man Overboard alarm.

Hard a starboard the wheel depending on traffic and navigational hazards

Ring standby on the telegraph.

Press the GPS ―Man Overboard‖ button

Release the starboard man over-board lifebuoy with smoke and light marker.

Commence a Williamson Turn.

Standby to hand over the conn to the master.

Man on the wheel

Place lookouts370 Describe the turn youwill execute as officerof the watch when yousee a man on deck gooverboard.This situation
requires immediate action and there one or two options open to theOOW

A single turn will bring the ship around in the shortest time possible but it does notbring the vessel round into its own wake. In this
case the wheel is kept hard over to the
side the man went over and the engine on full ahead until the ship is 250˚ from the
original course. The engine is stopped and the rudder brought to amidships. The manshould appear near to the bow line. Stop the
vessel.

Alternatively a Williamson Turn can be done. This is not as quick as the single turn, butit does bring the ship back on a reciprocal
course in its own wake. In this case thew
heel is put hard over to the side the man went over. When 60˚ off course reverse thewheel hard over to the other side. When 20˚
from the reciprocal course put the wheel
amidships and steady up on the reciprocal course. Now stop engines and the manshould appear ahead.

The Scharnow Turn can be used to bring the ship back onto its reciprocal course. Butthis manoeuvre should only be used when a
man has been reported missing for sometime as it completes the turn astern of the start position and so leaves a search area
unsearched. Put the rudder hard over to one side and when 240˚ off the originalcourse reverse the rudder hard over to the opposite
side. When 20˚ off the reciprocal
course bring the rudder amidships and steady up on the reciprocal course. Full aheadis maintained throughout the
turn.371 Describe the 4 effects that have tobe considered when shiphandling.The candidate should
list:1. Propeller effect which has axial and transverse thrust;2. Rudder effect;3. Wind4. Current/tide
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Control can be exercised over effects 1 and 2 but not 3 and 4.372 Would you expect a vessel to turn faster and tighter to portor
starboard? Assume the ship has a single right-handfixed propeller and the same conditions for the port andstarboard turns. Is there
a difference in the port andstarboard turning circles of a twin screwed ship?Twin screwed ships have equal turning circles to portand
starboard as there is no transverse effect. Thepropellers turn in different directions to cancel outtransverse effect.Right-hand fixed
propeller ships generally turn fasterand tighter to port, than to starboard.373 Describe the transverse effect of a variablepitch
propeller when going ahead andastern.Transverse effect does not change direction with change from aheadto astern or
vica-versa
as the rotation of the propeller does notchange
direction.374 When carrying out a turning circle with your vessel where would youexpect to obtain the advance, the transfer and the
drift angleinformation, prior to commencing the manoeuvre?This information is obtained at trials and isdisplayed in the wheelhouse
for theinformation of the officers and the pilot.375 The transverse effect of a righthanded propeller will cause thestern to move to
which side whenthe engine is engaged ahead withthe vessel at rest?The stern will move tostarboard.376 How does a KortNozzle
work?A Kort nozzle is a hydrodynamically-
designed shroud that encircles a ship‘s
propeller just outside the blade tips. Theentire assembly of the propeller and thenozzle is referred to as a ductedpropeller. The
pioneering aspect of theducted nozzle was the foil-shapedshroud, not unlike an airplane wing. Theshroud opening is widest in front
of thepropeller, forcing more than the usualamount of water to pass through thepropeller blades. The Kort nozzleimproves the
overall efficiency of thepropeller at low speeds (below tenknots). Above that speed, the inefficiency caused by the drag produced by
the shroudexceeds the efficiency of the increased water flow through the propeller. The action of thescrew within a nozzle with a
small clearance between the tips of the prop blade and the wallsof the nozzle (clearance about 1/100 of prop diameter) is to
eliminate or reduce trailingvortices which cause loss of efficiency and cavitation at the blade tips The propeller increasesefficiency
by about 0.4% and their is additional reduction in vibration, cavitation and erosion.It is particularly effective for tugs where they
provide an initial thrust although they can causeproblems with manoeuvring
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377 Describe the effectyour ship will have ona ship mooredalongside when youpass her at anythingbut a slow speed.Such a vessel
will surge considerably, to and fro in the wash of a passing ship. The speedof the latter must therefore be reduced whenever
a vessel is to be passed close by at, say,a river berth. The surging is due to the cushioning and suction effects existing at atravelling
ship's bow and stern. There is also the fore-and-aft flow of water down her sideto be considered. The figures above shows the
movements to which a moored ship will besubject. Due to the speed of the travelling ship, the moored vessel cannot be considered
afixed object in that it will repel or attract the former's bow and stern. On the contrary, themoored vessel is regarded as a floating
object which is subjected to these sheering forces.Strictly speaking, ship 'A' should have her lines tended during the passage of 'B',
and thelatter should proceed as slowly as possible in order to keep her wave-making to aminimum. Ship 'B' must also be kept well
clear of the other bank so that she does not takea colliding sheer into 'A'.
The mv YUSHO REGULUS, berthedat Export Corridor, Warehouse 38, inthe port of Santos, had her mooringropes broken when
the mv COALHUNTER passed by shed 38proceeding to outer roads. With all themooring ropes broken, the Master ofMV YUSHO
REGULUS dropped bothanchors and the unfortunately the
vessel’s astern touched both shore
loaders which caused seriousdamages to the vessel and shoreequipment.
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378 Turn a vessel with ssingle right handedpropeller short round.The vessel is turned round in her own length. Noheadway or stern-
way is gathered. When the engine isreversed a powerful swing to starboard is generated,and so these ships are always swung to
starboard,unless they have small high-speed propellers, whentransverse thrust is small. In (1) the engine is workedfull ahead on full
starboard helm. At the first sign ofheadway the helm is put amidships and the enginereversed fully. The swing to starboard
continues, (2).The sequence is repeated in (3) and (4), and so on,until the vessel is turned. If the astern power is smallthe watch for
headway must be extremely diligent379 Turn a vessel with aright handed propellershort round in anahead river-stream.The vessel
is run close to the port-hand bank intoslacker water, and the bow given a cant into the fastwater, (1). The swing develops, the stern
being keptas close to the bank as is prudent. In (3) the engineis reversed fully to prevent bodily drift downstream, and port helm
usedto complete the swing. In making the turn at the port bank, transversethrust is favourable
throughout.380 Turn a vessel with aright handed propellershort round using theanchor in a followingstream.In (1) the bow is swung
into the slacker water at the starboard bankand the engine is reversed. The helm is over to starboard for thecant inshore and is
about to be placed amidships. The reversedengine produces a favourable transverse thrust and also preventsexcessive lee drift. In
(2) the upstream anchor is let go and held atshort stay. This rapidly snubs the bow round to (3), by which timethe engine should
be working ahead under starboard helm tocomplete the swing to (4). The anchor is held at short stay so thatan excessive stress on
the cable causes it to dredge rather than bestrained. In (4) the cable appears to have been further veered, butthis is only for the
sake of clarity
—
actually the vessel swings verynearly in her own length at (3).
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381.a Berth a right handedpropeller vessel starboardside too in calm weather.The vessel is headed in at a fine angle to the quay,
andsince there will be a swing to starboard when the engineis reversed, the helm is put hard over to port with a burstahead on the
engine in (1). This starts a port swing, andwhen the engine is reversed, as in (2), the swing ischecked and the vessel loses her
headway lying closeto, and parallel with her berth in (3). The sternline maybe used to check a marked swing to
starboard.381.b Berth a right handed propellervessel port side too in calmweather.The vessel is headed in at an angle of about 1½
points withthe quay, under slow headway and with steady head. As theengine is reversed, a swing to starboard develops and
thevessel will arrive abreast of her berth with no way upon herand parallel to it. She will, however, be slowly swinging tostarboard,
and this must be checked with the headline.382 Leave a berth starboard sidetoo with a right handedpropeller. No wind no current.In
all cases of clearing a berth the stern must be canted clear.This is done by steaming slowly ahead on a fore headspring,while the
helm is put hard over towards the quay. The springmust be absolutely tight when the engines are worked ahead,otherwise any
momentum of the ship will part a slack spring. Thespring may be made tight by putting a headline on the windlassbarrel and heaving
on it. These two lines are shown in the figure.The ship is therefore canted in to the quay forward, (2), and theengine is then
reversed. The helm is initially amidships and thelines are let go. After the first few revolutions astern the rudderis put hard over to
starboard to correct the swing to starboardgenerated by the transverse thrust. As the slipstream flows inbetween the fore body and
quay, the undesirable starboardswing is further damped, but as soon as she clears the quaythe swing may tend to develop again,
the transverse thrustovercoming the full rudder angle. In this case the engine mustbe stopped in order to have a straight run astern.
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383 Leave a berth port sidetoo with a right handedpropeller. No wind nocurrent.Here, both the transverse thrust when reversing the
engine in (2)and the cushioning slipstream between the forebody and quaycause the stern to swing rapidly back into the quay. The
helm willbe of no avail, because this will occur before sternway isgathered. However, the undesirable swing of the bow on to
thequay in the figure does not exist here, and providing themanoeuvre is correctly done, the clearing is, in many ways, moresimple.
The stern must be canted out to a very large angle as in(2) before the engine is reversed. By the time the stern has swungback
parallel to the quay, the ship will be under sternway and willbe at (3). Starboard helm will correct the swing of the sterninshore, but
even so, a burst ahead on the engine with port helmwill soon achieve this.384 Name the mooring linesused in keeping a shipsafely
alongside.'A' Headline;'B' Fore breast-line;
'C‘ Fore backspring;
'D' Fore headspring;'E' After backspring;'F' After headspring;'G' After breastline;'H' Sternline.385 How would you go aboutanchoring
your shipkeeping her clear of adanger nearby.In the figure the vessel is moored close to a shoal. This is hardly advisable, but
theoccasion may arise. In position (1) the vessel is initially moored riding to
hershoalriding to offshore anchor clear arc and clear of dangeroff-shore anchor. When she swings with the change of stream to
position (2) she must doso to starboard, so avoiding running her stern close to the shoal. Because she is riding tothe off-shore
anchor, her hawse remains clear. In (2) she again rides to the off-shoreanchor
—
the starboard one.
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386 How would you go aboutmaking a standing moorin a river with the wingblowing across the riverwith a ship havinginstalled right
handedpropeller?

The ship is to anchor on theline AB. The stream is asshown.

Head to stream or wind

When both are present, headto one has stronger effect.

With sufficient headway, takevessel to position 1.

Position-1 is roughly 5shackles minus half ship'slength beyond line AB.

Let go port anchor.

The vessel driftsdownstream, renderport cableto nine shackles, the sum of twolengths.

She is brought up on hercable.

Then the starboard anchor is let go at position-2.

Vessel then moves to the position 3 by going ahead and renderingor veering thestarboard cable and heaving in four shackles on
the riding cable.

Engines may be used to reduce stress on the windlass.387 How would you go aboutmaking a running moor ina river with the
wingblowing across the riverwith a ship havinginstalled right handedpropeller?

Head to stream orwind

When both arepresent, head to onehas stronger effect.

Let go starboardanchor on run, whenvessel is 4 shackles andhalf of ship's length,position -1.

The cable is renderedas the vessel movesupstream.

The cable is not allowed to be tighten, as bow will cant to starboard.

The cable is rendered or veered to 9 shackles as the vessel moves to position-2.

In position-2, port anchor is let go.

The vessel moves astern.

The vessel is then brought up on her riding cable at position-3. Five shackles on thelee (starboard) cable and five shackles veered
on the riding cable.
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388 Bring your ship up to an
―open moor‖.

Approach the anchorage with wind or currenton one bow.

Weather anchor or upstream anchor is let goon the run (1).

The headway continued and cable is laid up1/3 rd of the final length of the cable.

The second anchor is let go (2).

First anchor snubbed at the gypsy.

The vessel brings-to on her weather cable. Itgradually grows taut to windward.

Bow develops a rapid swing into the stream orwind.

In (3) the vessel is turned if necessary using asmall ahead movement with the rudder hard aport.

Both the anchors are veered. Enginereversed.

Finally the vessel is brought up with theanchors are one point at each bow(4).389 What is squat and whatcauses it?When a ship
proceeds through water, she pushes water ahead of her. In order not toleave a hole in the water, this volume of water must return
down the sides and under thebottom of the ship. The streamlines of return flow are speeded up under the ship. Thiscauses a drop
inpressure, resulting inthe ship droppingvertically in the water.As well as droppingvertically, the shipgenerally trims for'd oraft. The
overalldecrease in the staticunderkeel clearancefor'd or aft, is calledship squat. It is not thedifference between thedraughts
whenstationary and thedraughts when theship is moving ahead.If the ship movesforward at too great aspeed when she is in shallow
water, say where this static even-keel under keelclearance is 1.0 1.5 m, then grounding due to excessive squat could occur at
the bow orat the stern.For full-form ships such as Supertankers or OBO vessels, grounding will occur generallyat the bow. For fine-
form vessels such as Passenger Liners or Container ships thegrounding will occur at the stern.Squat is not pronounced on small
vessels because the flow under the keel is not
impeded as severely by the ship‘s length.
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390 What effects become
evident on the ship‘s
manoevring whenentering shallow water?A. Vessel develops sluggish movement:

As the hull moves along the water, the water which is displaced is not instantlyreplaced by surrounding water

A partial vacuum is created.

The vessel takes longer to answer helm.

Response to engine movement becomes sluggish.

Speed reduces.B. Vessel starts to vibrate:

In shallow water vibrations set up.

It becomes very difficult to correct a yaw or sheer with any degree of rapidity.C. Steering is affected:

Steering becomes erratic.

Rate of turning is reduced.

Turning circle becomes larger.

Loss of speed due to turning is less in shallow water.D. Vessel starts smelling the ground:

Occurs when a ship is nearing an extremely shallow depth of water, such as ashoal.

The ship likely to take a sudden sheer

The sheer is first towards the shallow, then violently away from it.

The movements of a sluggish ship may suddenly become astonishingly lively.

These effects are called smelling the ground.E. Vessel will squat:

Water displaced by the hull is not easily replaced.

Bow wave and stern wave increase in height.

Trough becomes deeper and after part is drawn downwards.

Under keel clearance decreases.

Vessel can touch bottom.391 What is bowcushion andbow suctioneffecr?

Bow cushion and bank suctioneffect: Occurs in narrow channels nearproximities of banks.

There is a tendency for the bow of aship to be pushed away from the bank,called bow cushion.

The ship moves bodily towards thebank, which appears at the stern,called bank suction.

Caused by the restricted flow ofwater on the bank's side. Velocity ofwater to the bank increases andpressure reduces.

Results in drop of water leveltowards the bank.

As a result, a thrust is set up towardsbank.

A vessel approaching to thebank will have to apply helm to the bank and reduce speed to prevent the sheer from developing.
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392 How wouldyou act in thehead onencounter in anarrowchannel withrespect to
ship‘s
interaction?Reduce speed to what is necessary to maintain steerage atabout1.5 nm apart. When 0.75-0.5 nm apart both vessels
tobreak to starboard. As both ships meet positive pressure atthe bows will cause them to repel each other. Use port helmto balance
interaction effect. Increase speed if necessary toimprove rudder effect. As ships pass reduced pressureamidships will draw them
together, this is countered bystarboard helm.As the sterns become adjacent the lesser positive pressureswill cause repelling forces,
causing the bow to swing to portwhich may be countered by starboard helmAs the ships clear each other both should end up near
mid-channel.
Houston Canal Pilots:For vessels meeting on the Houston Ship Channel, generallythe center channel approach is used.This
manoeuvre is regarded as the safest way to meet two large or deep draft vessels in a narrowchannel.To begin this manoeuvre
vessels initially approach head to head. When they are
approximately 1/2 mile apart the vessel’s rudders are put to starboard to move the vessels to their
side of the channel.
When the ship’s bows are approaching abeam, her helm is put to port to move the sterns away
from each other.
Right rudder is used to check the swing of the vessels caused by bank suction and the vessel’s
interaction.It is imperative
that the ship’s officer ensure that all rudder orders are properly followed. If you have
any questions concerning this manoeuvre,please ask before the maneuver is begun.
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393 What is ship toship interaction?How would youact in theovertakingsituation in anarrow channelwith respect to
ship‘s interaction?
Interaction occurs when a ship comes too close to another ship or too close to a river orcanal bank. As ships have increased in size
(especially in breadth moulded (Br. Mld)),Interaction has become too important to ignore. Interaction can result in one or more of
thefollowing characteristics:1. If two ships are on a passing or overtaking situation in a river the squats of both vesselscould be
doubled when both amidships are directly in line.2. When they are directly in line each ship will develop an angle of heel and the
smallership will be drawn bodily towards the larger vessel.3. Both ships could lose steerage efficiency and alter course
without change in rudderhelm.4. The smaller ship may suddenly veer off course and head into the adjacent liver bank.5. The smaller
ship could veer into the side of the larger ship or worse still be drawn acrossthe bows of the larger vessel, bowled over and
capsized.In other words there is:1. a ship to ground Interaction,2. a ship to ship Interaction,3. a ship to shore Interaction.Three basic
physical factors are involved, shallow water, speed and distance off. When oneship comes too close to another at high speed, then
one or more things can happen. Theship may turn towards, or be drawn towards the other ship, or both ships may sheer away
from each other, or the ship may turn towards (across) the other‘s bows.
Interaction is more of a problem when overtaking than when crossing on a reciprocalcourse, because the
forces have more time to ‗take hold‘ of the other ship. But it should be
remembered that both ships are affected by the interaction and both should take care tominimise its effect. Research has shown
that mariners accept closer passing distances forovertaking ships than for crossing ships.
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394 What dangers does ship toship interaction have withregard to tug operations?

When the tug approaches the aft part of the ship (position 1), an increase ofher speed may occur due the incoming flow velocity. In
the close proximity of
ship‘s hull, a low
pressure starts to move the tug towards the hull.

For ships in ballast condition or for ships having particular overhanging stern,the tug can easily come to position 2, which creates
danger of damages to the
tug‘s hull and superstructure.

Proceeding further along the hull (position 3), the tug is under importantsuction force orient
ed towards the ship‘s hull and outward turning moment due
to tug bow-cushion. Once sucked alongside it is very difficult to get off againand to continue the way.

Tug in position 4 enters the high-pressure area. Arising outward turningmoment must be eliminated by appropriate use of rudder
and engine.

When arriving to position 5 close to the bow, very strong ―out force‖ acting on
the stern tries to bring the tug to position 6 broad side under the bow with riskof capsizing. Immediate action of rudder and use of
available power (fullastern) can correct the position. Tractors type tugs are less vulnerable in sucha
situation.395 What is girting a tug?What is a gob rope?The main source ofdanger for a tugwhen assisting a
ship is ship‘s too
high speed which
results in ―girting‖.
In the figurealongside a tug on aline is assisting aship making a turnto starboard(position 1). Shipsuddenlyaccelerates tocomplete
the turncorrectly. Thespeed after fewmoments becomestoo high and the consecutive tug position fall aft more and more tension
in thetowline (positions 2 and 3). The danger of capsizing becomes real. The above-described situation is less dangerous for tractor
tugs because their towing pointlies at the aft. So-
called ―gob rope‖ for conventional tugs can improve the situation
by shifting the towing point more to the stern, but on other hand it limits themanoeuvrability of the towing tug.
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TOPIC SIX: USE AND CARE OF LIFESAVING AND FIRE APPLIANCES, SEARCH ANDRESCUE AND LIFEBOAT AND
SAFETY PRACTICES
(a) Understanding of operations of a line throwing apparatus and method of passing messengers tocasualties where flammable
vapour is present(b) Describe fully the use care and care of all lifesaving appliances including liferafts, boats and theirassociated
equipment, lifebuoys, lifejackets, pyrotechnics, MOBS, SARTS, EPIRBS, EEBD=s,aldis lamps, portable radios and stretchers(c)
Describe fully the use care and care of all fire fighting appliances including hydrants, hoses,nozzles, foam nozzles and foam making
compounds, portable and fixed fire fighting installations,
B.A.‘s safety lamps, container fire fighting equipment and asbestos blankets
(d) An understanding of the MERSAR manual(e) Enclosed space entry and actions to take in cases of emergency(f) Safety in
general for all types of operations on board vessels including knowledge of MARPOLand the ISPS Code(g) Outline the
requirements for training and safe operations with crew and trainees396 What lifesavingequipment has to beinspected and
testedweekly

All survival craft, rescue boats and launching appliances shall be visually inspected toensure that they are ready for use.

All engines in lifeboats and rescue boats shall be run for a total period of not less than3 minutes. During this period of time the
gearbox and gearbox train are to be tested.

Outboard engines are to be tested using a cooling water supply.

Lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their stowedposition without any persons on board, to the
extent necessary to demonstratesatisfactory operation of launching appliances, if weather and sea conditions so allow;

The general emergency alarm shall be tested397 What lifesavingequipment has to beinspected and testedmonthly

All lifeboats, except free-fall lifeboats, shall be turned out from their stowed position,without any persons on board if weather
and sea conditions so allow.

Inspection of the life-saving appliances, including lifeboat equipment, shall be carriedout monthly using a checklist to ensure that
they are complete and in good order.398 How often shoulddavit launchedlifeboats be loweredto the water and betaken away.Every
3 months at an abandon ship drill the boat will be launched, and manoeuvred inthe water by its assigned operating
crew.399 How often should afree fall lifeboat belaunched and takenaway by its crew
Every 3 months
at an abandon ship drill, the crew will board, properly securethemselves in their seats and commence launch procedures up to, but
not including, theactual release of the lifeboat (i.e., the release hook shall not be released);ORThe boat will be free-fall launched
with only the operating crew on board; ORThe boat will be launched by means of the secondary launch system with or without
theoperating crew on board;
Every 6 months
the boat will
be launched by free fall with only the operating crew onboard, ORsimulated launching shall be carried out in accordance with the
guidelines developed bythe IMO.Once launched the boat will be manoeuvred with the operating crew.400 How would you goabout
launching aliferaft?Only to be done on the verbal command of the Master (or person in charge) to abandonship.Launch on the
leeward side.

Have a crewman release the Senhouse slip.

Check the painter is secured to the weak link of the hrostatic release.

Feed the embarkation ladder over the side.

Lift the liferaft to the ships rail (Do not undo the painter line from the hydrostaticrelease). Check that there are no survivors in
the water under the leferaft.

Drop the liferaft into the water.

Haul in the painter until it stops; then give it a sharp tug.
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
The liferaft should now inflate.

Pull the liferaft as close as is possible to the embarkation ladder.

Put the strongest man into the liferaft first.

Pass him the tail of the painter line leading back to the hydrostatic release; he willalso be pulling the liferaft closer too
the ship‘s side.

Every person that enters the liferaft helps him to keep the liferaft close to the ship.

The second last person will get the safety knife attached to the inflatable tube insidethe liferaft.

Once the last person boards the liferaft, the painter line gets cut at the hydrostaticrelease side.

Row the liferaft away from the ship‘s side and then deploy the sea anchor. .
401 List the equipmentfound in a liferaft

SOLAS pack "A" first aid kit

Sea anchor and spare sea anchor

1.5 litres of water per person

Tin opener

Food

Fishing line and hooks

Thermal Protection Sheets

Anti-Seasickness Tablets

Paddles

6 Hand held distress flares

4 red distress parachute flares

2 smoke/dye markers (Optional)

Sponges (to dry floor)

Pump (to pump up the floor)

Bailer

Puncture repair kit

Core Plugs

2 safety knifes

Whistle

Heliograph

Torch with spare batteries and bulbs

Plastic bags402 What would you doonce you have theliferaft launched andthe crew in it?(1) Use the paddles to paddle away from
the sinking vessel, you could also take the sea-anchor and roll it into a ball and throw it in the direction you want to go and then
pull ittowards you.(2) Look for survivors in the water.(3) If 2 or more liferafts are launched from the vessel, paddle over to them and
makeyour liferaft fast to it (double rations and you're now a bigger target too).(3) Stream the both sea anchors, this will improve the
liferafts stability.(4) Inflate the floor to prevent hypothermia.(5) If you took it with you, place the EPIRB. into the water and attach the
lanyard to theliferaft.(6) Issue sea-sickness tablets.(7) Set the watch, save your flares until you see a vessel/plane (never fire a
distressrocket with any aircraft in the area).(8) Check the tubes for air, there is a bellows to pump them up with(9) In bad weather,
close the doors.(10) DO NOT ISSUE WATER for the first 24 hours, unless the person has been sick.(11) Tend to injured personnel;
there is a first aid kit in your liferaft, also a thermalinsulation blanket.(12) Dry the floor with the bailer and
sponges.403 How would you carefor the liferaft(s) onyour vessel?

The liferaft must be serviced every year (take note of when its due to be serviced)

When taking the liferaft onboard: NEVER roll it into place

Ensure it is properly secured in its cradle with particular reference to the hydrostatic
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release unit.

Never use a power-hose on a lifraft, it has breather holes in the bottom of it, youmight force water into the holes and perish the
liferaft

Wash it down with fresh water and a hand scrubbing brush

Ensure it is properly marked.

Keep the servicing certificates in a safe place.

Keep the inspection logbook up to date.404 When abandoningship and if timepermits, whatadditional equipmentyou place in
thesurvival craft?

EPIRB

SART

Portable VHF

Food

Water

Blankets

Warm clothing

Torch and additional batteries405 What is the purposeof the rescue boat?

Man overboard rescue

Marshalling liferafts together406 How often must ahydrostatic releaseunit be serviced(a) Each hydrostatic release unit, other than a
disposable unit, must be serviced within12 months of its manufacture and within 12 months of each subsequent servicing,except
when servicing is delayed until the next scheduled inspection of the vessel,provided that the delay does not exceed 5 months;
and(b) Each disposable hydrostatic release unit must be marked with an expiration date oftwo years after the date on which the unit
is installed.407At what pressure willa hydrostatic releaseunit function andwhat is the breakingstrain of the weaklink? The hydrostatic
release will operate when it is submerged under the water between 1.5 -4.0 metresThe weak link will part between 184 and
265kg (2200±400N).408How does ahydrostatic releaseunit work?Describe how youwould rig ahydrostatic releaseunit.The
hydrostatic release unit is part of the liferaft securing arrangement. It so rigged thatwhen the ship sinks, it releases the liferaft from
its cradle and through a weak link, itinflates the liferaft before finally allowing it to break free from the ship and float to the
seasurface. There are different types on the market. There installation instructions must beclosely adhered to ensure that they
function properly when the ship unexpectedly sinks.Here below is one type1. The strong white rope issecured to the deck or
liferaftcradle2. attached to the liferaft lashingwith a senhouse3. The weak link is attached tothe liferaft painter.If the ship sinks, the
waterpressure will(within 4 metres) activate asharp knife which cuts the whiterope and the liferaft will floatfree. As the ship
sinks further,the liferaft painter line will bestretched and the liferaft willstart to inflate.The Red Weak Link breaks andthe liferaft is so
freed from the ship and it should rise to the surface.
409 What maintenanceoperations would youexpect toLifeboat falls are usually Extra Flexible Steel Wire Rope (EFSWR). Under
IMORegulations they must be end for ended every 2½ years and renewed every 5 years orwhenever considered necessary (some
Marine Authorities do these checks at 2 and 4
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carry out on thelifeboat falls?years). Lifeboat falls are also inspected at each Boat Drill.In between these periods regular lubrication
coatings would be applied as required
and/or as designated by the ship‘s planned
maintenance schedule. The davit and fallsystem would undergo a 5-yearly test where the load test would be to a 110% of
theloaded boat capacity.
410 How often shouldliferafts, inflatablelifejackets,hydrostatic releaseunits,marineevacuation systems,and inflated rescueboats be

serviced:Inflatable liferafts, inflatable lifejackets, hydrostatic release units (other than disposablehydrostatic release units), marine
evacuation systems, and inflated rescue boats
shall beserviced:.1 at intervals not exceeding 12 months, provided where in any case this isimpracticable, the Administration may
extend this period to 17 months; and.2 at an approved servicing station which is competent to service them maintainsproper
servicing facilities and uses only properly trained personnel.Each marine evacuation system should be deployed from the ship on a
rotational basisat intervals to be agreed by the Administration provided that each system is to bedeployed at least once every six
years.411 How should containers,brackets, racks, and othersimilar stowage locations for life-saving equipment be marked?
Containers, brackets, racks, and other similar stowage locations for life-saving equipment shall be marked with approved symbols
indicating thedevices stowed in that location for that purpose. If more than one device isstowed in that location, the number of
devices shall also be indicated.412 How would you care
for the ship‘s
lifejackets?
They should be inspected monthly in accordance with the company‘s ISM safety
equipment inspection procedures.

Check the lifejacket light is in order.

Check that it has a whistle and toggle line attached.

Inspect for rips, tears, mold, mildew and worn areas. Discard any lifejacket that is notin good condition.

Rinse your life jackets at the end of a day‘s use.


If a lifejacket needs more than a quick rinse use a mild detergent to wash it down,and then rinse thoroughly.

Air dry all lifejackets gear thoroughly before storing them away. Ensure they aretotally dry before storing

Store life jackets in a cool, dry, well-ventilated place.

Avoid leaving lifejackets in the sun for long periods (sunlight may fade colours andweaken fabrics)

Look for signs of waterlogging and shrinkage or hardening of the buoyant materials

When stowing them do not bend them or place heavy objects on top that might crushthem. Unrelieved pressure on a flotation
device can compress the air pockets in theflotation material.

Check its buoyancy regularly in a pool or by wading out to waist-deep water andbending your knees to see how well you float

Air-dry out of direct sunlight and away from direct heat

Check that metal or plastic hardware used to secure the lifejacket on the
wearer thatis broken, deformed, or weakened by corrosion;

Check webbings or straps used to secure the lifejacket on the wearer that are ripped,torn, or which have become separated from
an attachment point on the jacket.413 You are sent downbelow to meet thepilot on deck at thebulwark. How wouldyou go
aboutmeeting the pilot?

Take a portable radio with me.

Check that the ladder is properly rigged. No steps hooked in board. Correct length ofladder in rigged.

If the pilot has to board over the gunwale, I would check the bulwark ladder is secureand that the stanchions were properly rigged.

Manropes in place.

Heaving line and a lifebuoy (with a light if at night).

Two crew are in place at the station.

Area clear of obstructions

Report to bridge when checks are completed

Standby to get the pilot onboard and to meet him (or her) and escort him to thebridge.
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
Keep bridge informed when pilot boards the ladder and when he reaches the decksafely.414 Is a pilot hoistacceptable in lieu ofa
pilot ladder?Pilot hoists are no longer acceptable for embarking or disembarking the pilot.415 What are the rulesconcerning
pilotladders1. Must efficiently fulfill the purpose of enabling pilots to embark and disembark safely.2. Shall be kept clean, properly
maintained and stowed and shall be regularly inspectedto ensure that they are safe to use.3. Shall be used solely for the
embarkation and disembarkation of personnel.4. The rigging of the pilot ladder and the embarkation of a pilot shall be supervised by
aresponsible officer.5. Officer must have means of communication with the navigation bridge6. Officer shall escort the pilot by a safe
route to and from the navigation bridge.7. Crew engaged in rigging and operating any mechanical equipment shall be instructedin
the safe procedures to be adopted and the equipment shall be tested prior to use.8. Ladder shall be certified by the manufacturer as
complying with an internationalstandard acceptable to the Organization.9. Pilot ladders shall be clearly identified with tags or other
permanent marking so as toenable identification of each appliance for the purposes of survey, inspection and recordkeeping.10.
Record shall be kept on the ship as to the date the ladder is placed into service andany repairs effected.11. Where the distance from
sea level to the point of access to, or egress from, the shipexceeds 9 m, ladder is to be combined with the accommodation
ladder.12. Equipment must be available to embark and disembark the pilot safely on either sideof the ship.13. A pilot ladder is
required for a climb of not less than 1.5 m and not more than 9 mabove the surface of the water14. It must be rigged clear of any
possible discharges from the ship;15 It must be rigged within the parallel body length of the ship and as far as ispracticable, within
the mid-ship half length of the ship;16. Each step must rest firmly against the ship's side. Where constructional features,such as
rubbing bands, would prevent the implementation of these provisions, specialarrangements shall, to the satisfaction of the
Administration, be made to ensure thatpersons are able to embark and disembark safely.17. A single length of pilot ladder must be
capable of reaching the water from the point ofaccess and due allowance is made for all conditions of loading and trim of the ship,
andfor an adverse list of 15°;18. The securing strong point, shackles and securing ropes shall be at least as strong asthe side ropes;19.
An accommodation ladder shall be used in conjunction with the pilot ladder,whenever the distance from the surface of the water
to the point of access to the ship ismore than 9 m.20. The accommodation ladder shall be sited leading aft.21. Means shall be
provided to secure the lower platform of the accommodation ladderto the ship's side.22. When a combination arrangement is used,
means shall be provided to secure thepilot ladder and manropes to the ship's side at a point of nominally 1.5 m above thebottom
platform of the accommodation ladder.23. A gateway in the rails or bulwark, adequate handholds shall be provided or a
bulwarkladder, two handhold stanchions rigidly secured to the ship's structure at or near theirbases and at higher points shall be
fitted.24. The bulwark ladder shall be securely attached to the ship to prevent overturning.25. The following associated equipment
shall be kept at hand ready for immediate usewhen persons are being transferred:

two man-ropes of not less than 28 mm and not more than 32 mm in diameterproperly secured to the ship if required by the pilot;
man-ropes shall be fixed at
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the rope end to the ring plate fixed on deck and shall be ready for use when thepilot disembarks, or upon request from a
pilot approaching to board (themanropes shall reach the height of the stanchions or bulwarks at the point ofaccess to the deck
before terminating at the ring plate on deck);

a lifebuoy equipped with a self-igniting light;

a heaving line.24. Adequate lighting shall be provided to illuminate overside and the position on deckwhere a person embarks or
disembarks416 Describe theconstruction of a pilotladder

The steps of the pilot ladder should comply with the following requirements:- if made of hardwood, they should be made in
one piece and free of knots- if made of material other than hardwood, they should be of equivalent strength,stiffness and durability
to the satisfaction of the administration- the four lowest steps may be of rubber of sufficient strength and stiffness orother material to
the satisfaction of the administration- they should have an efficient non-slip surface- they should be not less than 400mm
between the side ropes, 115mm wide and25mm in depth, excluding any non-slip device or grooving- they should be equally spaced
not less than 300mm or more than 380mm apart- they should be secured in such a manner that each will remain horizontal

The securing strong points, shackles and securing ropes should be at least as strongas the side ropes.

The side ropes of the pilot ladder should consist of two uncovered ropes not lessthan 18mm in diameter on each side and should
be continuous, with no joins belowthe top step.

Side ropes should be made of manila or other material of equivalent strength,durability and grip, which has been protected against
actinic degradation and issatisfactory to the administration.

No pilot ladder should have more than two replacement steps that are secured inposition by a method different from that used in
the original construction of theladder.

Any steps secured differently should be replaced as soon as reasonably practicableby steps secured in position by the method
used in the original construction of thepilot ladder.

When any replacement step is secured to the side ropes of the pilot ladder by meansof grooves in the sides of the step, such
grooves should be in the longer sides of thestep.

Pilot ladders with more than five steps should have spreader steps not less than1.8m long provided at such intervals as will prevent
the pilot ladder from twisting.

The lowest spreader step should be the fifth step from the bottom of the ladder andthe interval between any spreader step and the
next should not exceed nine steps.

New pilot ladders shall be approved or certified by the manufacturer as stipulated byMSC.308(88)
V/23.2.3.417 How should a pilotladder be maintained

The appliance should be kept clean, properly maintained and stowed, and should beregularly inspected to ensure that they are safe
to use.

It should be used solely for the embarkation and disembarkation of personnel.

Ladders should be:
• stowed in a dry and well ventilated location
• stowed clear of the deck
• fitted with a cover to protect from sunlight, chemical or paint spills, etc
• insp
ected for damage to steps, ropes and lashings before use418 What are therequirements forusing a pilot ladderwith
anaccommodationladder?

In cases where the height from the water to the point of access to the ship, in lightestseagoing condition with no list and in normal
trim, exceeds 9 m the accommodationladder should be rigged in the position in which it is intended to be used.

The accommodation ladder should comply with the specifications set out in standardISO 5488 or be of an equivalent standard.

The accommodation ladder must lead aft and the lower platform must remain
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horizontal throughout its operational range.

The lower platform should be fitted with stanchions and handrails on the inboard andoutboard sides to facilitate safe transfer to and
from the pilot ladder

One new requirement for newbuildings (after 1 July 2012) is that the lower platformof the accommodation ladder must be secured
when this ladder is used as a pilotladder. This may be done by permanent connection point(s) in the hull, oralternatively other
equipment such as suction or magnetic pads that provide asufficient holding force may be used419 How would yousecure a
pilotladder?Modern day tonnage is usually constructed with a pilot boardingstation and a designated gateway either side of the
vessel. This
station is generally fitted with twin deck ‗pad
-
eyes‘. The rope tails of the
pilot ladder are secured to the pad-eyes, by means of round turns andtwo half hitches.If the ship is fitted with bulwarks, the ladder is
passed over the gunwale
capping and the rope tails are passed through the ‗freeing port‘
and turned and secured about the ladders side ropes.420 What size of vessel must have onboard an oily water separator oroil
filtering equipment for the engineroom bilges?Any cargo vessel of more than 400GT andany tanker of more than
150GT.421 What would do about aburst hydraulic pile ondeck?

Immediately stop the pump pressuring the burst line

Close the scuppers immediately to contain the hydraulic fluid on deck

Cover the oil with an adsorbent material

Sweep the material up and bag it

Land the bags of oil hydraulic soaked material ashore

Make an entry in the deck log book and the oil record book

If oil went over the side, inform the coastal state and the flag administration andmake an entry in the official log book.

Follow procedures in the SOPEP manual.422 Under which circumstances may you pump oil over theside?To save ship or
life423 Which ships must carry a garbage recordbook?Any ship over 400GT: and any ship below 400GT on internationalvoyages
that carries more than 15 persons.424 List the requirementspermitting the disposal of
ship‘s garbage waste
overboard.

NOTHING MAY BE PUT OVER THE SIDE IN SPECIAL AREAS

NO PLASTIC OR ITEMS MANUFACTURED FROM PLASTIC MAY BEDUMPED OVER THE SIDE. THIS INCLUDES NETS AND
ROPES ORTWINES MADE FROM SYNTHETIC MATERIALS

Within 3 miles from shore - illegal to dump dunnage, lining and packagingmaterials that float, paper, glass, metal, crockery, rags,
food,

Within 3 miles to 12 miles
—
you may dump food wastes, paper products,rags, glass metal bottles, crockery and similar refuse if it has been putthrough a grinder
reducing the size to 25 mm.

More than 12 miles you may dump food wastes, paper products, rags, glassmetal bottles, crockery and similar refuse

Beyond 25 miles you may dump dunnage, lining material and packagingmaterials that will
float.425 Do we in South Africa have aspecial area in terms ofMARPOL?

Yes. It covers the Coast from Port Elizabeth in the east to Groen Riviermond in the west to about 120 nautical miles south of Cape
Agulhas.426 What protective safetyequipment must be providedby the employer

Gear to prevent bodily injury, goggles, hard hats, gloves and boots

Gear to protect against harm, water proof clothing, flame proof clothing,breathing apparatus and personal floatation devices for
crew working ondeck

Gear to protect crew working in freezer compartments
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427 What are the duties of asafety officer
ensure that the crew:

comply with the provisions of the Code;

comply with any occupational safety policy determined by the employerconcerned;

maintain a high standard of occupational safety;
investigate:

the cause of an accident

all hazards or potential hazards to safety including fatigue, that affect or mayaffect the crew of a vessel in the execution of their
work

and all complaints concerning occupational safety;
ensure that the members of the vessel's safety committee are made awareof
—
(i) the relevant requirements of the regulations and of the Act;(ii) any relevant Marine Notice; and(iii) the provisions of the Code.
make recommendations to the safety committee

about any investigation or inspection or the prevention of any accident or theremoval of any hazard or potential hazard

about any deficiency in occupational safety regarding
—
(i) the requirements of the Act and these regulations that affect the crew;(ii) any relevant Marine Notice; and(iii) any provisions of
the Code;
carry out inspections

of each accessible part of the vessel in respect of the occupational safetyaffecting the crew, at least once during a voyage;
immediately stop or cause to be stopped

the performance of any work which in his opinion may cause an accident orserious injury, and inform the master thereof forthwith;
carry out any other investigation or inspection

relating to occupational safety which an employer or safety committee maydeem necessary, if so requested in writing by the
employer or safety committee,as the case may be, and thereafter submit a report in respect of suchinvestigation;

submit to the employer for the purposes of the record book a brief report of theinvestigation.
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428 List safe workingpractices regarding thecrew working on deck?

Crew should be familiar with rope and wire, SWL‘s and breaking strains

Loose fitting gloves should be worn when working with wire

Crew to have hardhats, proper clothing and boots and personal floatationdevices when working on deck

Crewman never to stand in a bight or in way of a sharp lead

Rope and wires must be used only for the correct purpose

Wires and rope must be inspected for any chafing or breaks

Rope must not be exposed to heat or chemicals

Kinks in wires must be taken out before use

Discard rope ashore, not at sea.

Keep ropes clear of acids, alkalis and oils

Loads to be taken gently to avoid jerking

Use correct size sheave in blocks for wires and ropes

Splices reduce SWL by 15%, knots by 50%

Keep coiled, wire on reels ropes on gratings to keep dry

Only trained persons to operate winches, windlasses and cranes.

Train crews in safe operating procedures of handing deck equipment .

Where holds are not being worked, keep them locked.

Use fall arrestors when working aloft.

Use fall arrestors when climbing vertical ladders in holds429 What responsibilities areimposed on the employerof a crew by the
MaritimeOccupational SafetyRegulations?

Have a copy of the regulations onboard and the Code of Safe WorkingPractices

Ensure that the general working areas of the ship are safe working places

Make sure crew is familiar with these regulations and Code of Safe WorkingPractices

Make policy to ensure that- the code and
regulations are obeyed- discipline is enforced- work is done safely- safety measures are complied with- permits to work and safety c
hecklist- only trained persons operate machinery- all machinery that comes on board complies with the Health and
Safety Act- lifting equipment or gear is not used to lift or transport persons except in thecase of an emergency

Provide the crew with protective working gear

Appoint in writing a safety officer after ensuring he is qualified and appropriatelyexperienced430 What and who is SASAR?

It is the South African Search and Rescue organization who has in terms ofSOLAS a responsibility to provide search and rescue
services off the SouthAfrica coast

It is managed by the South African Department of Transport and is manned andoperated by the South African Maritime Safety
Authority

It fits into the international IMO SAR plan and it covers the area from thenorthern borders of the RSA to the South pole and from the
longitude 10ºW tothe longitude 75ºE

It‘s published functions are to within its means and capabilities co

-ordinate itsmeasures to:

search or, assist and where appropriate, effect a rescue operation forsurvivors of aircraft crashes or forced landing and the
crew and passengersof vessels in distress.

SASAR has limited resources and it will effect a SAR operation making use anyavailable resource which includes ships at sea

SASAR has 24/7 MRCC in Cape Town which is linked directly to Cape TownRadio and a COSPAS-SASAT LUT managed by Cape
Town Radio.
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
SASAR has the authority in its area of responsibility to instruct a ship or aircraftto participate in a SAR
operation431 What onboard trainingand instruction must begiven to the crewAs soon as possible but not later than two weeks after
a crew member joins theship: he or she will be given training in the use of:

life-saving appliances;

survival craft equipment;

fire-extinguishing appliances; andat the same intervals as drills, he or she shall be given instruction in the use of:

ship's fire-extinguishing appliances;

life-saving appliances;

and in survival at sea.The instructions must cover at least:

operation and use of the ship's inflatable liferafts;

problems of hypothermia, first-aid treatment for hypothermia and otherappropriate first-aid procedures;

special instructions necessary for use of the ship's life-saving appliances insevere weather and severe sea conditions; and

operation and use of fire-extinguishing appliances.At intervals of not more than 4 months he or she will begiven training in the use
of davit-launched liferafts whichshall include the inflation and lowering of a specialtraining liferaft (conspicuously marked) not
forming part
of the ship‘s safety equipment.
432 How would you go aboutgiving the crew onboardtraining in emergencyduties and pollutionprevention duties?Regular planned
lectures.Instruction and demonstration at drills.Via manuals.Videos433 How would you goabout planning a firedrill?

Fire drills planned in such a way that ensures regular practice in the variousemergencies that may occur depending on the type of
ship and the cargo.

Each fire drill shall include:

reporting to stations and preparing for the duties described in the muster list

starting of a fire pump, using at least the two required jets of water to show thatthe system is in proper working order;

checking of fireman's outfit and other personal rescue equipment;

checking of relevant communication equipment;

checking the operation of watertight doors, fire doors, fire dampers and maininlets and outlets of ventilation systems in the drill
area; and

checking the necessary arrangements for subsequent abandoning of the ship.

The equipment used during drills shall immediately be brought back to its fullyoperational condition and any faults and defects
discovered during the drills shall beremedied as soon as possible.434 An abandon ship drillshall consist of atleast

summoning of passengers and crew to muster stations with the general emergencyof 7 or more short followed by a long blast on
the ships horn or whistle andadditionally on an electrically operated bell or klaxon with an announcement of thepublic address
system ensuring that they are made aware of the order to abandonship;

reporting to stations and preparing for the duties described in the muster list

checking that passengers and crew are suitably dressed;

checking that lifejackets are correctly donned;

lowering of at least one lifeboat after any necessary preparation for launching(different lifeboats shall be lowered at successive
drills);

starting and operating the lifeboat engine;
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
operation of davits used for launching liferafts;

a mock search and rescue of passengers trapped in their staterooms; andinstruction in the use of radio life-saving appliances.Drills
shall, as far as practicable, be conducted as if there were an actual emergency.Every crew member with assigned emergency duties
shall be familiar with these dutiesbefore the voyage begins.When carrying out survival craft drills you must ensure that:

crew members taking part muster wearing warm outer clothing and lifejacketsare properly secured

lowering gear should be inspected to ensure that all working parts are welllubricated

seamen should always keep clear of moving parts when turning out davits orwhen bringing boats or rafts inboard

motor lifeboat engines should be started and run ahead and astern

hand-operated mechanical propelling gear should be examined and tested

lifeboats should be cleared and swung out if a drill is held in portLifeboats should be launched and manoeuvred in the water at least
once every threemonths. If it is not possible to launch your free-fall lifeboats, you should lower them in tothe water, providing they
are free-fall launched at least once every six months.You must also make sure you have sufficient crew to safely launch lifeboats or
rescueboats. If a boat at its full complement cannot be safely launched, it should be markedwith a red band. Any red-banded
devices should be launched or recovered by two menonly.435 What constitutes afire fighting drill?Fire fighting drills

fire-fighting parties should assemble at their designated stations

engine room personnel should start the fire pumps in machinery spaces and seethat full pressure is put on fire mains

any emergency pumps situated outside machinery spaces should be started

all members of the crew should know how to start and operate the emergencypumps

fire parties should be sent from their designated stations to the selected site of thesupposed fire, taking with them emergency
equipment such as axes and lamps andbreathing apparatus - the locations should be changed in successive drills to givepractice in
differing conditions and in dealing with different types of fire so thataccommodation, machinery spaces, store rooms, galleys and
cargo holds or areasof high fire hazard are all covered

deploy an adequate number of hoses to deal with the assumed fire (within reason)and test those hosesIn addition to the statutory
inspection, you should check fire appliances, fire andwatertight doors, other closing appliances, and fire detection and alarm
systems whichwere not used in the drill, either at the time of the drill or immediately afterwards.436 You should carry outmonthly
fireequipment testingand inspection toensure that:

all fireman's outfits, fire extinguishers, fire hydrants, hoses and nozzles are in placeand in serviceable condition

all escape routes including stairways and corridors are free of obstructions andproperly maintained

the public address system and ship's alarms are serviceable

all fixed fire-fighting installation valves are set in the correct operational position

the dry pipe sprinkler systems are pressurised, where appropriate, and gaugesindicate correctly

the sprinkler system pressure tank water levels are correct as indicated by glass
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gauges

all sprinkler system pumps operate automatically on pressure loss in the systems

all fire pumps are operational

all fixed gas fire extinguishing installations are free from leakage
437 Lifejackets are anessential piece ofemergencyequipment and mustbe designed to dothe following:

lift the mouth of an exhausted or unconscious person not less than 120 millimetresclear of the water

turn the body of an unconscious person in the water from any position to one wherethe mouth is clear of the water.

Keep the person afloat.
438 How often will thecrew participate inemergency drills?Every crew member shall participate in at least

one abandon ship drill and

one fire drill every monthThe drills of the crew shall take place;

within 24 hours of the ship leaving a port if more than 25% of the crew have notparticipated in abandon ship and fire drills on board
that particular ship in theprevious month;

when a ship enters service for the first time; or

after modification; or

when a new crew is engaged, these drills shall be held before sailing.439 What constitutes afire fighting drill?Fire fighting drills

fire-fighting parties should assemble at their designated stations

engine room personnel should start the fire pumps in machinery spaces and seethat full pressure is put on fire mains

any emergency pumps situated outside machinery spaces should be started

all members of the crew should know how to start and operate the emergencypumps

fire parties should be sent from their designated stations to the selected site of thesupposed fire, taking with them emergency
equipment such as axes and lamps andbreathing apparatus - the locations should be changed in successive drills to givepractice in
differing conditions and in dealing with different types of fire so thataccommodation, machinery spaces, store rooms, galleys and
cargo holds or areasof high fire hazard are all covered

deploy an adequate number of hoses to deal with the assumed fire (within reason)and test those hosesIn addition to the statutory
inspection, you should check fire appliances, fire andwatertight doors, other closing appliances, and fire detection and alarm
systems whichwere not used in the drill, either at the time of the drill or immediately afterwards.440 How often shouldpassengers
bebriefed in emergencyprocedure?

On a ship engaged on a voyage where passengers are scheduled to be on board formore than 24 hours, musters of the
passengers shall take place within 24 hours aftertheir embarkation.

Passengers shall be instructed in the use of the lifejackets and the action to take in anemergency.

Whenever new passengers embark, a passenger safety briefing shall be givenimmediately before sailing, or immediately after
sailing. The briefing shall include theinstructions required for the deployment of marine evacuation systems and shall bemade by
means of an announcement, in one or more languages likely to beunderstood by the passengers.

The announcement shall be made on the ship's public address system.

The briefing may be included in the muster if the muster is held immediately upondeparture.

Information cards or posters or video programmes displayed on ships video displaysmay be used to supplement the briefing,
but may not be used to replace theannouncement.
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441 What are therequirements for thelaunching of a rescueboat?

Rescue boats shall be stowed in a state of continuous readiness for launching in notmore than 5 min, and, if the inflated type, in a
fully inflated condition at all times;

Shall be capable of being launched, where necessary utilizing painters, with the shipmaking headway at speeds up to 5 knots in
calm water.

Recovery time of the rescue boat shall be not more than 5 min in moderate seaconditions when loaded with its full complement of
persons and equipment.

Rescue boat embarkation and recovery arrangements shall allow for safe and efficienthandling of a stretcher case.

Foul weather recovery strops shall be provided for safety if heavy fall blocks constitutea danger.442 What are therequirements for
aline throwingapplianceEvery line-throwing appliance shall:.1 be capable of throwing a line with reasonable accuracy;.2 include not
less than four projectiles each capable of carrying the line at least 230 m incalm weather;.3 include not less than four lines each
having a breaking strength of not less than 2 kN;and.4 have brief instructions or diagrams clearly illustrating the use of the line-
throwingappliance.The rocket, in the case of a pistol-fired rocket, or the assembly, in the case of an integralrocket and line, shall be
contained in a water-resistant casing. In addition, in the case ofa pistol-fired rocket, the line and rockets together with the means of
ignition shall bestowed in a container which provides protection from the
weather.443 What is the length of line in a line throwing appliance? 230m or 250m.444 How often is a line throwing appliance servic
ed Rockets and cartridges must be replaced every three years.There are 4 rockets, 4 cartridges and 4 lines on the
vessel.445 What must happen to the EPIRB whenabandoning ship?Take it with you. You will be picked up quicker as theresource
services can home on your position quicker.How does an EPIRBwork?406 MHz EPIRBs work with the Cospas-Sarsat polar orbiting
satellite system, giving true
global coverage. There is an alert delay of about 45 minute‘s dependant on when the
satellites come into view on the horizon.The satellite can determine the position of your EPIRB to within 5km (3 miles). Thecoded
message identifies the exact vessel to which the EPIRB is registered. Thisinformation allows the rescue services to eliminate false
alerts and launch an appropriaterescue.GPS-enabled EPIRBs have a built-in transmitter which will typicallyalert the rescue services
within 3minutes and to a positionalaccuracy of +/- 50 metres (updatedevery 20 minutes) given a clearview skywards.Some EPIRBs
also have asecondary distress transmitter. Thistransmits on 121.5 MHz and isused for "homing" purposes. Whenthe rescue services
get close, thisallows them to direction find on thesignal. Some EPIRBs also have a high brightness LED flashing light that aids
final visuallocation446 How would you use aline throwingappliance?
This is for a ―Speedline‖.
(1) Remove the top lid(2) Take the tail of the line and make it fast to a strong point on the vessel, (You canattach it to another rope if
required and attach the other end of this rope to a strong pointon the vessel)(3) Rest the Speedline on the sea side of the ships rail
and aim the Speedline in thedirection that you intend to fire it. Aim slightly down wind if firing into a cross wind.
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(4) There is a red Arrow on the handle of the speedline,this arrow should point to the horizon, the speedline will beat the correct
angle to get the maximum distance for theline inside the speedline(5) Pull out the safety pinCaution, before pulling the trigger,
make sure there is nopersonnel in the direct line of where the rocket is going togo.(6) Pull the trigger.447 What is a falseEPIRB
alert?False alerts have been caused because of an E.P.I.R.B. breaking free from it's cradleand activating a distress on 406Mhz.
Alternatively, crew ignorant of its function andoperation have accidently activated it.448 What do you do inthe event of a falsealert?
Inform the nearest MRCC and coast radio station of the false alert and under nocircumstances do you go and switch the E.P.I.R.B.
until instructed to do so.449 How often must theEPIRB be serviced?E.P.I.R.B. should be serviced every year and the Lithium
battery replaced every 5 years.450 How do check if theEPIRB is infunctioning order?The E.P.I.R.B. has a test and a activation
switch on it, the test should be carried outevery muster drill and this should also be
logged.451 What is a SART? S.A.R.T. stands for Search And rescue Transponder operating on the 9Ghz bandwidth,when
activated, and vessel with a radar that is operating in the same bandwidth will beable to home on your vessel (or
liferaft).452 How will you use aSART?(1) Remove the S.A.R.T. from it's container(2) Pull the safety pin from the S.A.R.T.(3) Check
the RED light is on(4) In onboard the vessel, try and get it as high as possible(5) If in a Liferaft, mount it on top of the liferaft
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453 What will appear onyour radar screen if itactivates a SART?
over 5 miles between 1 - 5 miles under 1 mile454 What is the operatingspan of a SARTOperating life span - 100 hours in stand-by
mode and 8 hours when continuouslysending a signal455 How will you test aSART?Monthly tests - turn the switch on the SART to
test mode, hold for a few seconds, anaudible alarm will sound and the light will flash. As soon as you see the light and hearthe
sound you should switch it off, leaving it on will activate the SART456 What does a
fireman‘s outfit
consist of?Stowed in a locker or box:

Breathing apparatus

Fire resistant suit

Fire resistant wellington boots

Fire resistant gloves

Electrically safe hand lamp for three hours use

Rigid helmet

Fire axe

Safety line and harness

Belt for carrying accessories457

How many fireman‘s
outfits must you haveonboard your ship?Ships shall be provided with at least 2 fire-fighters outfits.Different trades such as tanker
and gas carriers will carry more.458 What is the
―International ShoreConnection‖?
The international shore connection is auniversal hose connection that is to beprovided on all ships as per the SOLASrequirement.
The purpose of theInternational Shore Connection is to keepa standby hose attachment to get aconnection from shore or from
otherships in case there is a total failure ofpumps onboard.
GENERAL:
459 What is meant bystability?It is the ability of a ship to return to the upright when heeled by an external force e.g.when a beam
swell rolls the vessel to one side, she must be able to return to theupright.460
What is a ―stiff ship‖?

A ship with a large G.M. (much more than required 0.35m).

It has a large righting lever

The ship rolls violently with a short period of roll.
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
Cargo can shift causing a list, or become damaged and very uncomfortable forthe crew. Can cause injuries461
What is a ―tender ship‖?

A ship with a small G.M. - as you use fuel or water it decreases to less than0.35m minimum. It has a small righting lever

Ship has long lazy roll, hanging at the points of maximum heel with a longperiod of roll.

In heavy seas taking water on deck, will reduce the G.M., which is verydangerous and can cause the ship to
capsize462 How do you correct for a
―stiff‖ or ―tender‖ ship

―Stiff ship‖ –
Correct by raising "G". Empty bottom ballast. Add top weight

―Tender ship‖
- Lower "G" by filling slack tanks. Add bottom ballast. Dump deckcargo463 What is the IAMSARManual volume III about?SOLAS
chapter V Safety of Navigation requires ships to carry an up-to-date copy ofVolume III of the International Aeronautical and Maritime
Search and Rescue(IAMSAR) Manual.The IAMSAR manual is divided into three volumes:Volume III, Mobile Facilities, is intended
to be carried aboard rescue units, aircraftand vessels to help with performance of a search, rescue or on-scene co-ordinatorfunction,
and with aspects of SAR that pertain to their own emergencies.464 Explain the expandedsquare search.The CSP begins at
the probable location of the target and expands outward in
concentric squares. Accurate navigation is required to monitor the ship‘s position
towards course alteration points. All course alterations being 90º. The track spacingwhich will vary depending onvisibility and sea
conditions relative to the type of target.
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465 Explain the SectorSearch Pattern.The sector search pattern is employedwhen the position of the target is knownwith
reasonable accuracy and the searchis over a small area, as in manoverboard,or where the casualty has been sightedand then
lost.A suitable marker is used as reference,and dropped at the most likely position ofthe target, i.e. smoke float or beacon. Allturns
are 120º to starboard. Start pattern atdatum. This pattern gives a very highprobability of detection close to datum andspreads the
search over the probable areaquickly.Upon completion of the first search, re-orientate the pattern 30º to the right and re-search as
shown by the dotted line. .466 Explain the ParallelSearch.Used when the search area is large or where only approximate location is
knownand uniform coverage is necessary.Figure shows a two ship search. Can be used with 4
ships.467 Why is it important tomaintain the watertightintegrity of your ship?

If water enters the ship, there will be a loss of freeboard and therefore an easieraccess for seas onto the main deck .

Entry of water into the ship reduces the reserve buoyancy

The additional water can cause free surface effect.

The additional mass, dep
ending on where the water collects, could raise ―G‖
and make the vessel tender

There is a possible loss of stability, and a possibility of eventual capsize

Easier for deck hatches and doors to be damaged allowing further access ofsea water

Water can flood below and cause major loss of stability and damage machinery

Safety of crew on deck is compromised

Equipment can be damaged.468 What steps would youtake to ensure watertightintegrity?

Keep man-holes closed

Cover "spurling‖ pipes


Keep hatches closed, and battened down

Keep emergency hatches closed and dogged down.

Keep freeing port and scupper doors clear

Get water on deck back into the sea.

Keep port holes closed. Deadlight screwed down,

Ensure bilge pump works and that filters/strums/rose and mud boxes arecleaned regularly

Ensure the emergency pump is working

Carry out regular sounding of tanks and bilges469 What is free surfaceeffect?

Water moving freely from side to side on the deck/or on factory deck or in slacktanks causes the center of gravity to move towards
Z, thereby reducing therighting moment (GZ x W)
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470 What causes free surfaceeffect?

Slack fuel and water tanks

Water trapped on deck, by blocked or jammed freeing ports and scuppers

Water in an open compartment caused by flooding471 What is gross tonnageand what is it used for?

It is the volume of the ship‘s enclosed spaces (all of them) in m³ multiplied by a

constant, the answer being the gross tonnage. It has no value, it merely anumber of size.Gross Tonnage = V(0.2 + 0.02 log
10
V) where V is the volume of all the ship‘s
enclosed spaces

It is an international method of determining size

It is used for determining equipment specifications, crew sizes, the payment ofharbour and light dues, etc.
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Isophase or Occulting or L Fl 10s or Morse ―A‖ coloured white

Using the AIS confirm the grounded ship‘s identity and

―U‖ you are running into danger

―L‖ you should stop your vessel instantly.

60. How would you care

'Gyroscopic Inertia', or 'rigidity in space‖, is the tendency of any rotating body to

Eventually we found out that:

• Ship‘s Position (GPS)

• Speed (Speed Log)

• Heading (Gyro Compass)

• Bridge Audio & VHF Communications

• Radar Display Image

• Water Depth (Echo

• Heading Keeping Information

• Engine Order and Response

• Ship Control and Indication Statuses

• Hull Openings, Watertight and Fire

73. Describe how youwould go aboutswitching on the

Entering the wrong datum can

DGPS positions are normally referenced to WGS 84 though regional datum‘s,

Changing the display orientation from ‗North

VSA‘s are used for:

160 Define grainand balespace?

166 In the container ship tradewhat is a TEU?

200 What is amulti-gasanalyzer?

210 What doyouunderstandby the term

The slop tank must be allowed to ‗settle‘ for up to

Rig a ‗heave wire‘ to the leading

Rig a ‗check wire‘ to oppose the

Stevedores may attempt pyramid loading, a method that should be avoided,

Where moorings are to be heaved on a drum end

The term ‗lifting gear‘ includes derricks and cranes

239 How should the

241 A 5 ton SWL derrick is marked at the heel with a

Ship‘s officers to update

• the attention nece

• the configuration of the bridge, to the

• procedures for voyage planning and execution;

• ship position reporting procedures;

• procedures for familiarisation training and handover at crew changes;

Prepare pilot signals (Flags ―G‖ and ―H‖ by day)

Fix the vessel‘s position

Prepare a ―Mayday Relay‖ message for transmission

Pencil in temporary notices affecting charts in your vessel‘s chart folios

326 How wouldyou go abouttransferringan injuredcrewman toanother shipwith aliferaft?

• Provision of suitable food and lodging;

inform the vessel‘s owner and the relevant authorities;

364 What effect does thewind and current haveon a ship?

Press the GPS ―Man Overboard‖ button

410 How often shouldliferafts, inflatablelifejackets,hydrostatic releaseunits,marineevacuation systems,and inflated rescueboats be

Rinse your life jackets at the end of a day‘s use.

• stowed clear of the deck

It‘s published functions are to within its means and capabilities co

Keep the person afloat.

Belt for carrying accessories457

Cover "spurling‖ pipes

It is the volume of the ship‘s enclosed spaces (all of them) in m³ multiplied by a

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