3.

(a) SOLAS Chapter V Regulation 34 — Safe Navigation and Avoidance of Dangerous Situations
requires that “An appraisal of all information available must be made before detailed plans can be
drawn up “.
(i) State the purpose of the appraisal process.
-The purpose of Appraisal is to gather all information relevant to the proposed voyage, including
ascertaining risks, navigational hazards, ascertaining adverse weather conditions and assessing its critical
areas.
(ii) Outline what the appraisal process should provide to the Master and the Bridge team.
This appraisal will provide the master and his bridge team with a clear and precise indication of all areas
of danger, and delineate the areas in which it will be possible to navigate safely taking into account the
calculated draught of the vessel and planned under keel clearance. Bearing in mind the condition of the
vessel, her equipment and any other circumstances, to achieve a balanced judgment of the margins of
safety which must be allowed in the various sections of the intended voyage.
(b) The Admiralty produce Routeing Charts to assist in appraising and planning ocean voyages.
With reference to any route:
(i) state FOUR types of information from Routeing Charts that may be used during the appraisal; (4)
1.Route
2.Distance
3.GC
4.RL
5,. Ocean currents
6.Fog, percentage frequency of visibility less than 1000m
7.Percentage frequency of winds of Beaufort force 7 and higher.
8.Tropical Storm Tracks
9.Distance between major ports
10.Load line zones
11.Ocean currents
12. Ice Limits: Pack Ice: minimum limit, average limit, maximum limit. Mean Maximum Iceberg limit.
(ii) explain how the information from (i) would influence the selection of a route in the Planning stage
of Voyage Planning.
1.Ice Limits:
-The Areas can be avoided, limiting latitude can be chosen, During voyage watch can be made specially
on the ice berges and broken ice.
2.Fog, percentage frequency of visibility less than 1000m.
-Areas might be avoided, or noted for appropriate precautions to be taken.
3.Percentage frequency of winds of Beaufort force 7 and higher.
-High winds led to high wind waves and swell. Areas of high wind speeds, particularly in adverse
directions, might be avoided, or noted for appropriate precautions to be taken.
4.Tropical Storm Tracks.
Areas of high frequency might be avoided, or noted for particular attention to be paid to the sources of
information relating to tropical storms and the indications of their presence.
5.Distance between major ports: The best suited route might be chosen
6.Load Line Zones: The Cargo can be loaded as per the loadline zones or the passage can be modified as
per the LL Zone
7.Ocean Current: Advantage can be taken for following ocean currents so that spped can be gained
(iii) State EIGHT publications that would assist in the Appraisal of the voyage from Durban to
Freemantle.
1.Admiralty Charts.
2.Ocean Passages for the World.
3.Sailing Directions.
4.Routeing Charts.
5.Admiralty List of Lights and Fog Signals.
6.Routeing Charts
7.Admiralty List of Radio Signals.
8.Mariners’ Handbook.
9.M Notices.
10.Weekly Notices to Mariners.
11.Annual Summary of Notices to Mariners.
IV) A Master is required to issue clear and specific Night Orders.
Outline SEVEN factors that should be included with respect to making a landfall.
The Master’s Night Orders for the Landfall should include:
Instructions as to calling the Master at any time if in need of assistance and in the event of:
a) making the landfall unexpectedly.
b) not making the landfall as scheduled.
c) detecting unexpected features or failing to detect those expected.
Checking compass errors.
Use of the largest scale chart available for the approach period.
Employment of primary and secondary position fixing systems at regular intervals.
Checking performance of radar / ARPA.
Using the echo sounder to monitor the actual under keel clearance.
Employing prominent Radar Conspicuous targets.
Being aware of the increased probability of traffic and small craft.
Monitoring weather forecasts.
Updating tidal information.
V) If the vessel were to make the transit during the night, write Master's Night Orders to ensure the
successful Execution and Monitoring of the passage.
Call me at any time if you require assistance or consider that a departure from the Passage Plan is
required.
Execution.
Follow the Passage Plan.
Monitor the condition and reliability of the navigation equipment.
Note the ETAs at narrows where tidal stream may be stronger than forecast.
Monitor meteorological conditions and note information given by the weather routeing service.
Consider accuracy of position fixing at night.
Monitor traffic, particularly in narrow sections of the passage.
Call additional personnel if required at hazardous points in the passage.
Monitoring.
Fix the vessel’s position at appropriate intervals.
Monitor the Parallel Index lines set into the ECDIS / Radar.
Adjust course as necessary to counteract set.
Monitor the passage with regard to ETAs at the Waypoints of the Passage Plan
Ans. What is Solas Ch.V,Reg;34?
REGULATION 34 - Safe navigation and avoidance of dangerous situations
1. Prior to proceeding to sea, the master shall ensure that the intended voyage has been planned using
the appropriate nautical charts and nautical publications for the area concerned, taking into account the
guidelines and recommendations developed by the Organization.*
2 The voyage plan shall identify a route which:
.1 takes into account any relevant ships' routeing systems;
.2 ensures sufficient sea room for the safe passage of the ship throughout the voyage;
.3 anticipates all known navigational hazards and adverse weather conditions; and
.4 takes into account the marine environmental protection measures that apply, and avoids as far as
possible actions and activities which could cause damage to the environment.
3 The owner, the charterer, or the company, as defined in regulation IX/1,operating the ship or any
other person, shall not prevent or restrict the master of the ship from taking or executing any decision
which, in the master's professional judgement, is necessary for safe navigation and protection of the
marine environment.

Q. (a) In the International Management Code for the Safe Operation of Ships and for Pollution
Prevention (ISM Code) one of the Master’s responsibilities is to “issue appropriate orders in a clear
and simple manner”, with regard to Navigation.
Explain how the Master complies with this responsibility.
(b) Describe the contents of Master’s Standing Orders and outline the factors that should be taken
into account when compiling them.
a) The Master complies with the responsibility by compiling appropriate Standing Orders and Night
Orders which must be read and signed by watchkeeping officers.
Emergency Bridge Procedures must also be compiled.
A Bridge Team meeting held to discuss the proposed passage.
Standing Orders:
Set out the circumstances in which the Master requires to be called.
Lay down ground rules for the conduct of the officers in various circumstances.
Reinforce particular procedures which the Master requires to be followed.
Establish the responsibilities of the officers.
Minimise the probability of error endangering the vessel.
Establish practices of monitoring performance.
Establish procedures for the transfer of responsibility for the navigational watch.
Night Orders:
Set out the Master’s requirements for a particular set of circumstances probably of relatively short
duration.

b)The Master’s Standing Orders are specific to the vessel and supplement official publications such as
STCW, Bridge Procedures Guide and Company ISM manuals and set out for OOWs the actions to be
taken in particular circumstances such as above, and:
Restricted visibility:
Inform the Master.
Inform Engine Room.
Adjust speed appropriately.
Engage hand steering.
Post additional lookouts.
Commence sounding appropriate fog signals.
Switch on navigation lights.
Monitor radar and commence plotting.
Plot position at appropriate intervals.
Engine failure.
Inform the Master.
Exhibit NUC signals.
Commence sounding appropriate fog signals.
Use headway to manoeuvre away from hazards.
Plot position at appropriate intervals.
Note probable current, tide, wind effects.
Steering gear failure.
Inform the Master.
Exhibit NUC signals.
Engage emergency steering.
Take way off the vessel.
Note probable current, tide, wind effects.
Malfunction of navigational equipment.
Inform the Master.
Inform the ETO.
Consider effect of malfunction.
Use alternative methods of position fixing and directional control.
Extreme weather conditions.
Inform the Master.
Inform Engine Room.
Inform heads of departments to initiate appropriate precautions.
Adjust speed appropriately.
The following factors should be taken into account in compiling these:
Ship type.
Trading pattern.
Relevant experience of the personnel involved

Q. Ice can present a serious hazard to any vessel.

(a) Outline the guidance provided in the Mariners Handbook NP 100 on EACH of the
following:
(i) the preparations before the vessel approaches ice;
(ii) the considerations before entering ice;
(iii) when making an entry.
(b) Write a section of the Master’s Standing Orders regarding navigating in or near ice.
a) The most relevant eight of:
i) Vessel winterisation
6.39
The ship’s staff should take early precautions to avoid damage to hull and machinery, and to minimise
risk of commercial loss whilst in port by carrying out items on the following check-list, not necessarily
fully comprehensive, with respect to operations in ice:
Ice-operations draught, trim and stability permitting, empty or slack off all wing and double bottom
water ballast and fresh tanks, and slack all fresh water tanks.
However, ensure that draughts, trim and stability are in accordance with ice classification, allowing for
icing.
Ensure all the heating and air bubble tank systems are in working order.
Check bunker status, especially with respect to quantities of Diesel/Marine Gas Oil, taking into account
the increased manoeuvring, and add cold temperature additives as required.
All radars are fully operational and scanner heating arrangements functioning.
All searchlights are operational and availability of spare lamps.
Bridge window heating and wiper/clear view screen/window wash heating systems fully functional.
Protect mooring equipment and ropes from icing.
Test satisfactory operation of any superstructure heating arrangements.
Ensure all heating systems to deck machinery spaces are fully functional.
Drain external fire-main and deck line systems.
Ensure all deck machinery is protected by low temperature grease and anti-freeze.
Ensure all life saving equipment will be available in freezing conditions, lifeboats fitted with working
heaters, engines with anti-freeze, water tanks slack.
Ensure all ship’s staff supplied with cold weather and survival equipment.
Consider additional requirements for abandoning ship in what may be consolidated pack ice.
Check stocks of salt, or proprietary products, for melting ice and sand for anti—slip.
Ensure sufficiency and availability of wooden mallets/mawls, snow shovels etc for ice removal.
Consider employment of additional deck hands to permit relief systems in freezing conditions.
Ensure all rigging is set up correctly to withstand the shock of ice collisions.
Ensure availability of lower sea suctions, check heating/compressed air clearance systems and sea-water
recirculation systems.
Ensure bunker tank heating systems fully functional.
Ensure all main/auxiliary/steering/thruster/cpp machinery space heating systems fully functional.
Ensure status of cathodic protection, impressed current, is set for ice operations.
In port, never stop the hydraulic pumps for controllable pitch propellers.
Ensure that the rudder and rudder angle indicators are in alignment.
Ensure functionability of main and spare Not-Under Command lights.
ii) Considerations before entering ice
6.59
Ice should not be entered if an alternative, although longer, route is available. Before deciding to enter
the ice the following factors need to be considered:
Latest ice report detailing the type and concentration of the ice in the area.
Time of year, weather and temperature.
Area of operation.
Availability of ice manoeuvring modes from all equipment and machinery spaces.
Availability of icebreakers.
Availability of any airborne support.
Availability of potential mutual support/advice from other vessels in the area.
Vessel’s ice class in relation to the type of ice expected.
173
State of hull, machinery and equipment, and quantity of bunkers and stores available.
Draught, with respect to any ice strengthened belt, and depth of water over the propeller tips and the
rudder.
Ice experience of the person in charge on the bridge.
iii) Making an entry
6.63
The following principles govern entry into the ice:
Where the existence of pressure is evident from hummocking and rafting, entry should not be
attempted.
The ice should be entered from leeward, if possible, as the windward edge of an icefield is more
compact than the leeward edge, and wave action is less on the leeward edge.
The ice edge often has bights separated by projecting tongues.
By entering at one of the bights, the surge will be found to be least.
Ice should be entered at very low speed and at right angles to the ice edge to receive the initial impact,
and once into the ice speed should be increased to maintain headway and control of the vessel.
b) Master’s Standing Orders, Ice.
Call me at any time if in need of assistance.
Study Chapter 6 of the Mariner’s Handbook and note the items of relevance to ice navigation from a
watchkeeping perspective.
As relevant:
Monitor communications for ice information.
Transmit danger messages in accordance with SOLAS requirements.
Inform Master, Engine Room and Crew of ice conditions.
Close watertight doors.
Moderate speed in accordance with conditions.
Check that increased sounding frequency of tanks and bilges is being implemented.