Oral Questions With Answers For The Deck Officer

1
ORAL QUESTIONS WITH ANSWERS FOR THE DECK OFFICER

DECK OFFICER ORAL ASSESSMENT SYLLABUS – OFFICER OF THE WATCH OF A VESSEL OF 500
GROSSTON OR MORE ON UNLIMITED VOYAGES – ANNEX 5 of Marine Notice No. 23 of 2007. Level 3
assessments (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 been
introduced to at sea. It has 470 questions and 100 pages.
TOPIC ONE: COLLISION REGULATIONS

1 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 the
examination.
(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 lights

Tips for the exam room:
When overtaking another vessel, whether in sight of one another or when in restricted visibility, take the shortest

possible route to get back onto your original track and go around his stern.
Masthead lights, if its a length light for a vessel towing or a length light for the vessel then the arcs of visibility is

225 degrees most candidate think towing masthead lights are 360 degrees
When doing alterations in an Oral Exam make sure what type of visibility you are in as they can have different
answers, 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 to

make an early and bold alteration to port

Most Rules are worked through Lights and Alterations
Rule 13 is a common mistake, Listen to the amount of degrees abaft the beam the captain gives you, 22.5
degrees or less abaft the beam is a crossing situation you have to be MORE than 22.5 degrees abaft the beam

to be overtaking.
Rule 18d part (i) explains what should be done to stop the vessel constrained by her draught going aground and

causing a major ecological disaster.
If you're the give way vessel, then alter towards the stand-on vessel But if you're the stand-on vessel, NEVER

alter towards the give way vessel.
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?
THIS DOCUMENT HAS BEEN COMPILED BY BILL DERNIER AND IS HIS PROPETY. IT MAY NOT BE REPRODUCED OR SOLD
WITHOUT HIS EXPRESS PERMISSION. billdernier@telkomsa.net. Corrections and comments are welcomed.
This copy – 12 January 2013
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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.
 Safe Water – A red buoy with narrow vertical white stripes

Hereafter some general questions, but only a limited number.
 Isolated danger – A black buoy with wide horizontal red bands

2. How are the following
buoys colour coded?
1. Safe Water mark –  Special – A yellow
2. Isolated danger mark -  Starboard hand – A green buoy
3. Special mark -  Port hand – A red buoy
4. Starboard hand mark -  North cardinal – A black buoy with the bottom half painted yellow
5. North cardinal mark-  South cardinal – A black buoy with the upper half painted yellow
 West cardinal – A yellow buoy with a broad horizontal black band in its middle
6. Preferred channel to
 East cardinal – A black buoy with a broad horizontal yellow band in its middle
starboard mark
 Preferred channel to starboard – A red can buoy with a broad green band in its
 Preferred channel to port – A green conical buoy with a broad horizontal red band
middle
 Preferred channel is to
in its middle.
3. – A red can
starboard
 A west cardinal mark – Two black cones points together
 An isolated danger mark – Two black balls, one above the other
 – A red can

A port hand mark
A south cardinal mark – Two black cones, one above the other, points down
 – A red ball

A safe water mark
– two cones bases together, the apexes pointing away.

An east cardinal mark
– two cones apexes together.

A west cardinal mark
4. Describe for – A green can

A port hand mark
IALA Area B Preferred channel is to – A red cone point up.
the top-
 A starboard hand mark
port.
marks for the – A red cone point up
following  An emergency wreck A blue and yellow Saint Georges cross.

buoys:

5. What is the difference between an Isophase The Isophase light has equal periods of light and darkness
and Occulting light The Occulting light has periods of more light than dark.
6. Can a vessel engage in fishing in a traffic  Yes she may, provided she does not impede the safe passage
 Prudent seamanship would stop her fishing in the lane as she

lane? of a vessel following the lane.
could become hampered by her gear when she is required to

move out of the way of a vessel following the lane.
7. Describe Port hand mark – Any flashing red light except for Gp Fl (2+1)R
the lights Preferred channel is to port – Gp Fl (2+1)G
of the A south cardinal mark – VQ(6) + L Fl 10s or Q(6) + L Fl 15s. coloured white
following
An isolated danger mark – Fl (2) white
buoys
A special mark – Any rhythm except that of the white lights, coloured yellow.
A safe water mark – Isophase or Occulting or L Fl 10s or Morse ―A‖ coloured white


8. When approaching a landfall the OOW sights Call the master
ahead the lights for a vessel aground. What

Stop the engines and take way off the ship
action must the OOW take? Fix the position of the ship by one or two different means and

confirm that the vessel is in the right position

Confirm the depth of water under the keel.
Using the AIS confirm the grounded ship‘s identity and
communicate with her. Establish her draft and the dept of
water she is lying in.
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 It is assumed the master now has the conn and the vessel will
be navigated away to safety.
 ―U‖ you are running into danger

9. What signals could a vessel aground sound to provide The flags or Morse signals :
 ―L‖ you should stop your vessel instantly.

additional warning of her predicament.
10. When is a vessel When she is not at anchor, aground or made fast to the shore
underway?
11. What do you understand As officer of the watch (OOW) you must constantly be aware of what is happening on
by "fully appraisal of the your on vessel and what is going on outside your vessel around you.
situation and of risk of This includes:
collision"? 1. On your own vessel.
You must constantly know your exact vessel position and be aware
of 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 to
your speed you determine the way you will run during the watch. You also study all
dangers you may encounter. You then make a photostat copy in your mind of that
portion of the chart which will allow you to anticipate what and when you will see and/or
meet 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 elements
during your watch.
You need to know direction and force of the wind and state of the sea at all times. The
direction 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 steering
capacity 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 immediately
switch 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, take
the 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 or
sheering.
iv. Sounding the appropriate sound signal or make light signal with aldis lamp.
A ―stand  Maintain course and speed

v. Be aware of interaction between vessel if you are following a parallel course.
 Take avoiding action by her action alone when it becomes obvious that the ―give way‖ is not taking
12.
on‖
vessel
 Her action must that as will best avoid collision
action or sufficient action to avoid a collision
must
 She shall not alter course to a vessel on her port side
13. The ―give way‖ vessel Take early and substantial action to keep well clear
 When the draught makes it necessary

must
 In case of bank suction

14. When is a vessel
allowed to move away
from the starboard side  For obstacles on the starboard side
of the narrow channel or  Vessel aground
fairway?  Vessel at anchor
 Vessels engaged in certain operations
 To join another fairway
 To call at a harbor
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

15. What precautionary Give warning signal
steps can you take if

Keep to starboard side as is safe and practicabl
without apparent reason

Reduce speed
an incoming vessel does Take all way off
not keep to the
starboard of the channel
or fairway?
16. What 4 actions can you (i) an early and bold alteration of course, as long as you do not put your vessel into
take to avoid a collision? another close quarter situation/risk of collision with another vessel
(ii) slow your vessel down
(iii) stop your vessel
(iv) come astern with your vessel
17. If you make an alteration That it has the desired result and that you do not put yourself into a close quarter
of course, what have situation with another vessel.
you to watch out for?
18. Discuss how action to In accordance with the Rules, positive, made in ample time, with regard to good
avoid collision should be seamanship.
taken.
 Shall be effective, made early, be apparent to the other vessel.

19. In relation to the above This requires that the action:
 With regard to existing dangers to navigation that the necessary signals shall be
question, what does
good seamanship
means?
 The new course shall be followed without yawing.
given.
20. Define the term "safe A safe speed whereby a collision can be avoided.
speed"? 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 be By all vessels:

taken into account by all The state of the visibility
vessels in determining a

The traffic density including concentrations of fishing vessels or other vessels
safe speed? The manoeuvrability of own vessel; with particular reference to the stopping

distance and turning ability in the prevailing conditions
At night the presence of background light such as from shore lights or back scatter
of the vessel‘s own lights


The state of the wind, sea and current, and the proximity oif navigational hazards
The draft in relation to the available depth of water.

Additionally, by vessels with operational radar:

The characteristics, efficiency and limitation of the radar

Any constraints imposed by the radar scale in use
The effect on radar detection of the sea state (sea clutter), weather (rain clutter)

and other sources of interference
The possibility that small vessels, ice, and other floating objects may not be

detected by radar at an adequate range

The number, location and movement of vessels detected by radar
The more exact assessment of the visibility that may be possible when radar is
used to determine the range of vessels or other objects in the vicinity.
22. Which factors shall be - Light or heavy traffic areas
taken into account with - Traffic separation schemes
regards to traffic - The number of fishing vessels in the vicinity
density? - A convoy of warships
- Number of vessels fishing in the area
- Vessels at anchor
23. Which are the factors - Type of engines (steam, diesel, turbine, etc)
that determine the - Power of the engine
manoeuverability of - Stopping distance
vessel? - Turning circle
- Fast or slow vessel
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- Manoeuvrability with regard to: condition of loading, draught and trim

24. Enumerate the main - Range performance
characteristics which - Minimum range
determine the efficiency - Diameter of PPI
of a radar. - Scale of display
- Plotting facilities
- Range accuracy
- Heading indicator
- Bearing accuracy
- Azimuth stabilization
25. What ‗day signal‘ must a A vessel at anchor must display a ‗black ball‘, in the fore part of the vessel, where it
vessel display when can best be seen. The ball shall be not less than 0.6m in diameter
lying to her anchor?
26. What is the difference Manoeuvring signals are made by vessels in sight of one another and fog signals are
between manoeuvring made in conditions of restricted visibility where the vessels are not in sight of one
and fog signals? another
27. Define Rule 2- That everybody is responsible for any action taken aboard a vessel, and if involved in a
Responsibilities? collision then both parties are at fault, because the stand-on vessel did not use rule 7
risk of collision and rule 8 Action to avoid collision.
28. What is the aim of Rule It emphasizes the need for safety
2? It requires strict compliance with the Rules
It requires safety measures be taken with good seamanship and the consideration of
particular circumstances
29. What are good Good seamanship means:
seamanship and special – Strict observance of all COLREGS requirements
circumstances? – Taking measures to avoid collision based on knowledge and on experience
Thus:
Observance of the Rules
Professional conduct in circumstances not covered by the Rules
30. Give a few examples – Not maintaining a proper look-out
regarding negligence in – Not keeping a safe speed when necessary
complying with the – Not using all available means to avoid collision
rules? – Not taking bearings
– Not making a proper use of radar
– Not keeping to the Stb.-side of a narrow channel (if possible)
– Not making a proper use of a traffic separation scheme
– Not observing the Steering and Sailing Rules
– Not carrying the correct lights and shapes
– Not sounding the fog signals
31. Give some examples of Check if the lights are really burning
precautionary measures Avoid yawing when required to keep on course
required by good Answer any signal requiring an answer
seamanship or by Sound the required fog signals
special circumstances. Sound the required manoeuvring signals
Keep clear of a vessel at anchor
Reduce speed in shallow waters
Avoid inappropriate use of mobile phones
Act with your experience and common sense
32. In which circumstances – To avoid immediate danger such as:
is one allowed to depart Dangers to navigation and risk of collision (shallows, wrecks, etc.)
from the Rules? Special circumstances (last minute action)
Limitations of vessels
Meeting a convoy of warships
Meeting submarines
Meeting a seaplane taking off or landing
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Meeting a WIG craft taking off or landing
33. It is appropriate to make No. You are failing to keep a proper watch if you are busy on your mobile phone or if
a personnel call on your you have your attention distracted while listening to your i-pod. .
mobile phone or to listen
to your i-pod while on
watch?
34. Would you consider a Yes. As soon as the vessel is not under command (NUC), take all precautionary
complete steering gear actions/measures such as showing the NUC lights or shapes and sounding the sound
failure in narrow channel signal ―U‖ (You are running into danger). Reduce speed or stop the vessel by applying
to be an immediate astern propulsion and hold the anchors ready to stop the vessel more drastically if
danger? necessary.
35. Would you consider a No. But depending on the size, speed and course of the give-way vessel (which can be
give-way vessel at a assessed on the radar), extra vigilance is required especially if your own vessel is also
distance of 5 nautical rather large and fast with a stopping distance of 2 to 3 nautical miles.
miles to be an If at a distance of 2 to 3 nautical miles (depending on the circumstances) the give-way
immediate danger? vessel does not show any incentive to alter course, I would start to take some
precautionary measures such as sounding a warning signal. If the give-way vessel still
does not react, I will, in due course, seriously consider applying Rule17 and taking
action myself, such as reduce speed, stop engine, apply astern propulsion and alter
course.
If I do not feel confident about the situation because it looks too complex or I still lack of
the necessary experience, I will immediately inform the master.
36. What is the fog signal A vessel at anchor, in fog, will sound a rapid ringing of the ship‘s bell, in the forepart of
for a vessel at anchor? the vessel for a period of about 5 seconds, at intervals of not more than 1 minute. If the
vessel is more than 100m in length, the bell signal would also be followed by the gong
signal, in the aft part of the vessel
37. While on watch during a As the OOW, I would place the engines on ‗stand-by‘ and the situation may make it
coastal passage, you necessary to take all way off my own ship. My subsequent actions would include:
sight a vessel aground, (a) Advising the Master of the situation of the vessel aground.
on a bearing of (b) Carrying out a ‗chart assessment‘ to include my own ship‘s position and the position
approximately one point of the vessel aground.
off the port bow. What (c) Switch on the echo sounder and note the Under keel Clearance.
action would you take? (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 aground
on.
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 internationally
recognized distress
signals.
(The V sheet or V flag is

an Australian
recognized distress
signal. It means I require
urgent 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 the
v/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 seen
separately 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 at
least 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 amidships
but 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 vertical
separation 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 the
forward anchor light shall be not < than 6m above the hull.
Minimum range of visibility in nautical miles:
Length >50m >20m - <50m >12m - <20m < 12m

Masthead 6 miles 5 miles 3 miles 2 miles
Sidelight 3 miles 2 miles 2 miles 1 mile
Sternlight 3 miles 2 miles 2 miles 2 miles
Towing light 3 miles 2 miles 2 miles 2 miles
White, red, green or yellow all round lights 3 miles 2 miles 2 miles 2 miles
Shapes:
1. Always black
2. All diameters 0.6m and cones to have a height of 0.6m
3. Vertical distance between shapes at least 1.5m
4. For vessels <20m in length; distance apart may be correspondingly reduced.
TOPIC TWO: INSTRUMENTATION

1 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 bulb
hygrometer 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 practical
application thereof
2 Gyro and magnetic compasses
(a) Maintenance, the care of and use of an azimuth mirror
8
(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 determine
accuracy 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 to

obtain a position with one or more sights
38. Describe how an Ues a small, flexible metal box called an

aneroid barometer aneroid cell.
works? Cell is made from an alloy of beryllium and

copper.
Cell is partly evacuated is prevented from

collapsing by a strong spring.
Small changes in external air pressure

cause the cell to expand or contract.
This expansion and contraction drives
mechanical levers such that the tiny movements of
 Many models include a manually set needle which is used to mark the current
the capsule are amplified and displayed on the face of the aneroid barometer.
measurement so a change can be seen.

39. What (and why) ALTITUDE: Add 1 hecta-pascal for every10m the barometer is situated above sea level.
corrections are INDEX ERROR: Found on the barometer in the form of a note from an observation
made to an aneroid station. Can be a fixed amount, plus or minus.
barometer? Some barometers are fitted with an adjustment screw for adjusting the index error to zero
and if the barometer is in a fixed position, the altitude error.
TEMPERATURE: There is no correction as the construction of the internals compensates
for temperature.
40. The barometer onboard your vessel is registering a Barometer reading 1016 hPa
pressure of 1016hPa. The height of the instrument Height correction + 2 hPa
above sea-level is 20 metres. The last recorded Index 1018 hPa
error is 2mb low. What will be the corrected reading at Index Error low 2 hPa
sea-level? Corrected reading at sea-level 1020 hPa
41. What do you understand by the term ―the tendency of The change of atmospheric pressure during the last few
the barometer‖? (generally three) hours before a regular observation.
42. What weather can you expect from a A sudden drop in atmospheric pressure over a few hours often
rapidly falling barometer reading? forecasts an approaching storm, which will not last long, with heavy
rain and strong winds.
43. What weather can you expect from a A large, slow and sustained rise in pressure forecasts a long period of
slowly rising barometer reading? good weather is on its way.
44. What information can you obtain from a The barometric tendency.
9
barograph?
45. What are the signs of a Tropical Firstly you must be the area of the Tropics and in the correct season
 The pressure change such as diurnal variation is 3mb below the

Revolving Storm? for formation of TRS in the area.
mean for the time of year in that area and if the pressure is 5mb
below mean for the time of year in that area, then is a TRS in the
 The clear change in wind direction

area.
 The sudden appearance of a long low swell, usually in the
 Cirrus clouds trailing in the approximate direction of the TRS.

direction of the TRS.
 Face the wind & as per buys ballot‘s theory, TRS‘s centre will lie 8
46. State the rules for determining the Identifying y the centre of the TRS.
direction of the centre of the Tropical
Revolving Storm and for determining the to 12 points on starboard side in northern hemisphere & port side
possible quadrant you are in? in southern hemisphere.
 In northern hemisphere wind veers means you are in the

Identifying the qadfrant.
dangerous semicircle & backs means you are in the navigable
 If the wind is steady means you are in the path & this applies to
semicircle. In the southern hemisphere the effects are vice versa.
both hemispheres.
47. How will you receive a warning about a TRS warnings are received via Sat.C, radio telex, navtex & weather
TRS in the area? facsimile. Also the obligatory storm warnings from the coastal radio
stations and other ships in the area.
48. Describe the path and speed of a TRS? Normally in northern hemisphere it moves West-northwest direction
until 20 degrees latitude then re- curves to North-easterly direction. Its
initial speed may be 10 to 15 knots & after curving it will drop then
increase up to about 25 knots. In southern hemisphere TRS moves in
West-south west direction until 20 degree latitudes then re-curves to
South-easterly direction.
49. Is there any guarantee that a TRS will The movement or the path of the TRS can be predicted, but there is
follow the predicted path no 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 stationery
for a short period.
50. How does a This comprises a dry and wet bulb thermometer, housed in a Stevenson‘s Screen.
hygrometer work
and why is it found
inboard vessels?
With the difference between the wet and dry bulb

readings and the dry bulb reading, we could obtain the
dew point temperature of the air using our
meteorological tables. Should the recorded sea-surface temperature be lower than the
 Gyro compass - for direction. Points to true north or close to true north
dew point temperature of the air, then fog would be imminent.
 Magnetic compass – for direction. Points to magnetic north and when installed on the
51. For what are the
following pieces of
electronic equipment
 Radar – Used for collision avoidance and coastal navigation
ship, compass north
used?
 Echo sounder – to determine the depth of water
10
 VHF radio – short range radio communications

 GPS – A satellite receiver for position fixing
 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 a
distress signal via a satellite system which determines the position for the beacon for
 AIS – Automatic ship identification system. Transmits own ship‘s data and receives
rescue services.
data from other ships giving basically the ship‘s name, nationality, call sign, position,
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)
53. What is the Loss of power to the gyro will shut it down while the magnetic compass will continue to
advantage of a function.
magnetic compass
over the gyro?
54 Where (and why) Ideally, the compass should be installed on the vessel's centre line so that deviating
should the magnetic magnetic forces are mostly symmetrical around the compass.
compass be
 Magnets are aligned fore and aft and athwartships to create horizontal magnetic fields
installed?
55. Explain briefly the
purpose of the to compensate for the permanent horizontal components of the ship's magnetism.
11
correctors in the  Soft iron correcting spheres or plates and the Flinders bar compensate for the induced
binnacle. magnetism caused by the effect the earth's magnetic field has on the ship's
 Heeling error magnets compensate for the vertical component of the ship's magnetism.
magnetism.
56. What is a standard All ships must have a standard magnetic compass so sited as to have an uninterrupted
compass and a view of the horizon as far as is possible for navigation by taking bearings. The steering
steering compass? compass is a magnetic sited so that the helmsman can steer the ship by it.
57. Name the parts of
the compass
binnacle and explain
their functions.
58. How is it that the The ‗standard‘ compass can take the role of a
modern ship has ‗steering‘ compass if it can display the heading at the
one magnetic main steering station.
compass and not The common arrangement of the ‗standard‘
two as is required by compass on the compass deck with a projection
law? tube to the wheelhouse below satisfies the compass
regulations.
On
modern vessels, the ability to take

bearings from the ‗standard‘
compass is not foremost in
12
operational requirements.
The modern role for the magnetic compass is more for testing the integrity of a gyro
compass and providing an emergency heading reference should the gyro fail, effectively, a
‗steering‘ compass in front of the helmsman.
 After periods of lay up
 When a new compass is installed
59. When would the
compass be swung
and adjusted?  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 or
 When compass deviation does not appear to correspond with that shown on deviation
altered
 Keep it clean with soft soap and fresh water.

card
 Keep the hood (cover) on when it is not in use.

60. How would you care
for the ship‘s
magnetic compass?  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 deviation
 Repairs should only be made by a compass manufacturer or other competent person

book.
 can affect the performance of a compass. Care should be taken to ensure that portable
using proper test facilities.
electrical equipment (e.g. radios and tape recorders) or items made of steel are kept
 If a spare magnetic compass bowl is required, then it should be carefully stowed together
away from the compass position.
with its gimbal units away from the bridge structure so that they are unaffected by any
 Remove bubbles in the bowl by turning the compass bowl on its side. Remove the plug
casualty disabling the bridge.
which should be uppermost. Tap the bowl to bring all bubbles to the plug. Use a syringe
and inject the correct liquid. (Can be determined from the manufacturer‘s manual). When
 GPS Compass - comprising 2, or preferably 3, antennas aligned symmetrically fore and

full, insert the plug and return the bowl to the horizontal. Check all bubbles removed.
61. How does a GPS
compass and a aft, will show the ship's heading, in either true or magnetic form, and is normally
Fluxgate compass accurate to within +/- one degree on a steady heading. As with all satellite derived data,
 Fluxgate Compass - uses a number of electrical coils wound on a magnetic core to

work? it is vulnerable to signal error and reliant on a supply of electricity.
detect its alignment with the magnetic meridian. It will also detect any other magnetic
fields around it and is therefore as susceptible to deviation as the standard compass.
62. How does a gyro The essential part of a gyro compass consists of a spinning wheel. The spinning wheel, so
compass work? mounted that it has freedom of movement about three mutually compass perpendicular
axes, is known as a gyroscope.
 'Gyroscopic Inertia', or 'rigidity in space‖, is the tendency of any rotating body to

The gyroscope has two fundamental characteristics:.
 'Precession', is that property which, when a couple is applied, causes the

preserve its plane of rotation.
gyroscope to move, not in the direction of the couple, but in a direction at right
angles to the axis of the applied couple, and also at right angles to the axis of the
spinning wheel.
13
The wheel, under the influences of the earth's rotation and gravity is so controlled that its
axis of spin settles parallel with the true meridian. It then becomes known as a gyro
compass.
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 the
ship's electrical supply remains constant, and no external forces are permitted to disturb it.
63. How would you Follow the manufacturer‘s instructions in the manual.
maintain a gyro Never attempt repairs yourself.
compass? Call in the manufacturer‘s agent.
67. What is a gyro Gyro repeaters
repeater mounted on the
bridge wings are
located in stands
somewhat similar
to the binnacle.
These instruments
display directional information on the basis of electrical signals received from the ship's
master gyrocompass. Gyro repeaters on the bridge wings are used in taking bearings on
objects outside the ship. Movable sighting vanes on the face of the gyro repeaters are
aimed at the object in the same manner in which rifle sights are lined up. True bearings are
read directly by observing the degree on the compass card with which the crossbar of the
 A transmission system is used to transmit the heading of the Master Gyro-

sighting vane lines up.
68. How does a gyro
 It consists of a transmitter attached to the lubber ring of the Gyro-Compass,

repeater work? Compass to all repeater compasses.
connected electrically with the repeater motor mounted in the casing of each
 The repeater compass consists of a small d.c. step-by-step motor mounted in a

repeater compass.
casing. The motor drives a compass card which is read against a lubber line
secured to the casing.
14
69. What errors is a gyro Gyros suffer from 2 adjustable errors. They are latitude error and steaming error.
compass subject to? Latitude Error : The design and construction of the individual compass will determine the
magnitude of this error. The damping error is proportional to the tangent of the latitude, as
the latitude approaches 90° the tangent approaches infinity.
The error maybe large in higher latitudes, typical values are:
Latitude 45° - 1.5°; Latitude 60° - 2.5°; Latitude 75° - 5.0°
Latitude error is a property only of gyros with mercury ballistics, and is easterly in north
latitudes and westerly in south latitudes. This aspect of design involves slightly offsetting
the 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 the
offset.
Steaming error also known as Course Latitude and Speed Error: Speed error is
caused by the fact that a gyro compass only moves directly east or west when it is
stationary (on the rotating earth). Any movement to the north or south will cause the
compass to trace a path which is actually a function of the speed of advance and the
amount of northerly or southerly heading. This causes the compass to tend to settle a bit
off true north. This error is westerly if the vessel's course is northerly, and easterly if the
course 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 underside
of the azimuth gear, which removes most of the error. Any remaining error is minor in
amount and can be disregarded.
The modern day compass has automatic correcting. Some even make use of a GPS
receiver to feed in speed and latitude for the gyro to automatically correct itself. However
this 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 times
during that week. Pretty dangerous stuff; should'nt give hard over rudder with engines full
ahead and a loaded ship. It's not healthy for the rudders, and the ship lists too much for
 It was a mystery.
ease of mind.
 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.-speed
error, 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 10⁰ off course, in an
instant
(*) The glitches in the GPS-position may have been caused by the mountaineous terrain,
 The autopilot should always be used with caution, after a proper assessment of the
maybe blocking GPS satellite signals close by land. Who knows?
70. What are the
requirements around situation and its safe use depends on the OOW being completely familiar with the
 It is therefore of great importance for the OOW to know exactly how the system
the changeover from equipment, its capabilities and limitations.
hand steering to
autopilot and vice
 This is determined from the steering system operating manual and the company‘s
functions.
versa.
 The OOW would ensure that the navigational situation has been assessed before the
procedures manual.
15
 When the autopilot is used for extended periods, hand steering shall be tested once
autopilot is engaged.
 Any change between automatic and manual steering modes has to be supervised by
every watch.
 Whenever there is a change over either between steering methods (autopilot to hand),
the OOW.
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
 Whenever the autopilot is used, it must be possible to establish manual control within
of course.
30 seconds, and a qualified helmsman shall be ready at all times to take over the
 Manual Steering is to be engaged in good time before any potential close quarter‘s
manual steering.
 Masters are to ensure that instructions are issued to the OOW to specify the minimum
situation.
passing 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 error
or technical failure on either ship. In any event manual steering should be engaged
when within 0.5 miles of another craft.
71. What is autopilot The tendency of an autopilot is to overcompensate or under-compensate when the vessel
tendency and how is is yawing in a rough sea and especially in a quartering sea. When over compensating it
it compensated for? tends 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 to
her proper 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. The
autopilot continuously monitors the ship's steering dynamics and adapts the parameters of
the generated control signals to provide the most efficient control of the rudder consistent
with the ship's heading and selected course. The adaptive nature of the autopilot is to
provide minimum rudder motion, which maintains ship stability while maximizing fuel
economy.
It is important that the autopilot manual be studied to ensure proper functioning of

the control systems installed with the unit.
72. What information • Date and Time (GPS)
must a voyage data • Ship‘s Position (GPS)
recorder store? • Speed (Speed Log)
• Heading (Gyro Compass)
• Bridge Audio & VHF Communications
• Radar Display Image
• Water Depth (Echo sounder)
• Wind Speed and Wind Direction
• 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)
 Ensure there is power to the radar set
 Check scanner and no crew or personnel working near scanner
73. Describe how you
would go about
switching on the  Zero all controls and switch power switch to standby
ship‘s radar set.
16


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 remove
 Adjust the tuning control to obtain the maximum reading on the tuning gauge (if fitted)
the receiver noise from the screen
and/or check then that small targets are shown and that the maximum range of sea
 Reduce amount of sea clutter with the sensitivity time control (STC)
clutter (if any) is shown.
 Radar is now set up.

74. In addition to the (i) Performance of the radar is monitored and optimised,
instructions (ii) Test programmes provided are used to check the validity of the plotting data, and
contained in the (iii) Speed and heading inputs to the ARPA/ATA are satisfactory.
Operating
Manual(s), users of Watch-keepers must be fully conversant with the operation and limitations of these plotting
radar plotting aids facilities and should practice using them in clear-weather conditions to improve their skills.
should ensure that?
75. Why is speed and Correct speed and course input, where provided by manual setting of the appropriate
course input vital in ARPA/ATA controls or by an external input, is vital for correct processing of ARPA/ATA
the use of ARPA or data. Serious errors in output data can arise if heading and/or speed inputs to the
Automatic Tracking ARPA/ATA are incorrect. Consider the OAW triangle. If your (WO) side of the triangle is
Apparatus? incorrect, the course and speed of the target ship (WA) will be incorrect.
76. Why is the choice of Although the choice of range scales for observation and plotting is dependent upon several
range scale factors such as traffic density, speed of own ship and the frequency of observation, it is not
important when generally advisable to commence plotting on a short range scale. Advance warning of the
using radar for approach of other vessels, changes in traffic density, or proximity of the coastline, should
observation and be obtained by occasional use of longer range scales. This applies particularly when
plotting? approaching areas where high traffic density is likely, when information obtained from the
use of longer range scales may be an important factor in determining a safe speed.
77. Of what use is AIS Radar displays may be equipped to display AIS target data. Such information may be used
information to you to assist the observer in assessing the situation and taking correct action to avoid a close-
when shown on the quarters situation. Watch-keepers should be aware that not all vessels transmit AIS data.
radar display? In addition it is possible that not all the AIS data displayed will be accurate, particularly
data which is inputted manually on the target vessel.
78. Why do the Collision It is important that watch-keepers should regularly practice using radar and the electronic
 allows radar observations and the resulting electronic vectors to be checked visually;
Avoidance plotting system in clear weather, as this:
 show up any misinterpretation of the radar display or misleading appraisal of the

regulations call for
clear weather
practice on the use
 will keep them familiar with the process of systematic radar observations, and
situation, which could be dangerous in restricted visibility;
of radar?
comparing the relationship between radar and electronically plotted information and the
actual situation, watchkeepers will be able to deal rapidly and competently with the
problems which may confront them in restricted visibility;
Radar should be used to complement visual observations in clear weather to assist
assessment of whether risk of collision exists or is likely to develop. Radar provides
accurate determination of range enabling appropriate action to be taken in sufficient time to
 Radars are designed for continuous operation and frequently switching them on and off
avoid collision, taking into account the manoeuvring capabilities of own ship.
79. Why should radar be
 In addition, when weather conditions indicate that visibility may deteriorate, and at night
operating at all could damage components.
times?
when small craft or unlit obstructions such as ice are likely to be encountered, both
radars if fitted should be operating, with one dedicated to anti-collision work. This is
particularly important when there is a likelihood of occasional fog banks, so that
 the identity of fixed objects,

vessels can be detected before entering the fog.
 the radar's overall performance,

80. When using radar
for position fixing
17


and monitoring, you the gyro error and accuracy of the heading marker alignment,
must check?

that parallel index lines are correctly positioned on a suitable display, and
the accuracy of the variable range marker, bearing cursor and fixed range rings
81. What regular 1. Frequent checks of the radar performance must be made to ensure that the quality of
operational checks the display has not deteriorated.
should be carried 2. The performance of the radar should be checked using the Performance Monitor
out on the radar? before 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 line
of the ship. This is done by selecting a conspicuous but small object with a small and
distinct echo which is clearly identifiable and lies as near as possible at the edge of the
range scale in use. Any misalignment must be removed in accordance with the
instructions in the equipment manual.
To avoid introducing serious bearing errors, adjustment of the heading marker should not
be 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 been
identified with certainty both by radar and visually
82. Why is it important 1. To assess risk of collision the relative motion of a target gives the clearest indication of
to choose the CPA and may be monitored by observing either the direction of the target's relative
correct stabilization trail, or the CPA predicted by the relative vector.
mode? 2. By default, relative motion will display relative target trails and true motion will display
true 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' motion
over the ground.
4. In coastal, estuarial and river waters where a significant set and drift may be
experienced, a sea stabilised display will produce significant target trails from all fixed
(stationary) objects possibly producing an unacceptably high level of clutter and
masking. In such circumstances a ground stabilised display may reduce its effect and
enable the observer to detect clearly the trails of moving targets, thus enhancing the
observer's situational awareness.
5. It should be noted that in determining a target's aspect by radar; the calculation of its
true track is dependent on the choice and accuracy of the own ship's course and speed
input. A ground-stabilised target plot may accurately calculate the ground track of the
target, but its heading may be significantly different from its track when experiencing
set, drift or leeway. Similarly, a sea stabilised target plot may be inaccurate when own
ship 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 is
unaffected by the choice of sea or ground stabilisation, allowing the same assessment
of CPA and risk of collision. If switching between sea and ground stabilisation, the
observer should be aware of the time required for the radar equipment to reprocess the
 Interference – Signals from another radar set transmitting close to own radar frequency
stabilisation input data.
83. Explain the errors
 Indirect echoes – The transmitted and received signal is bounced off a piece of
that can effect a will draw spooked spirals radiating out from the screen centre.
radar picture
superstructure of the ship and a false echo is painted in the direction of the reflecting
 Side echoes - The side lobes of the radar beam are returned by a large target nearby
superstructure at just about the correct range.
and paint on either side of the true echo, side targets in the form of an arc. The true
 Multiple echoes – Caused by the transmitted signal being bounced backwards and
target is usually in the centre of the arc.
forwards between own ship and a large target nearby. Paints a target of weakening
 Second trace return – Occurs with the radar on long ranges. Atmospheric conditions
response on same bearing at multiples of the original range.
carry the transmitted signal to beyond the maximum range and return the reflected
18
signal via the same path. It paints a target on the open segment after the transmission
of a second signal. The bearing is correct but the range is false, the target being
 Shadow or blind sectors caused by the superstructure of the ship can mask the target.
beyond the range scale in use.
84. What are the false  Air bubbles - reflect the sound pulse and therefore air bubbles in the column of water
echoes errors that can give a false reading. Specifically noticeable when going astern and trapping air
 Multiple echoes - In shallow water a transmitted signal bounced between the hull and
can effect the bubbles under the hull.
reading of an echo
sounder the bottom can be received with the receiver open after the transmission of second
and third transmitted pulses. The echoes appear as diminishing echoes on multiples of
the initial depth reading. Reducing the gain can eliminate or reduce the effect of
 Second trace returns – In deep water a reflected echo can return after the transmission
multiple echoes.
of a second pulse and sounder traces an echo on a false depth reading. Changing the
 GNSS signals are vulnerable to loss and error, both intentional and unintentional.
range scale can eliminate the second trace return.
85. What factors effect
satellite derived Malicious jamming of GNSS is a very real threat. GPS signals can be terminated
 Commercial GPS operates on a single frequency only. Military GPS receivers operate
positions? or corrupted by the US military for security purposes.
on a dual frequency system which is more reliable and less vulnerable to error caused
 GNSS signals are extremely vulnerable to solar activity such as solar flares.
by atmospheric conditions.
 Some areas of the world, particularly in the higher latitudes, have problematic or
 Other signal errors, such as multipath effect, occur locally when the signal to the
no GNSS/GPS coverage.
 Entering the wrong antenna height into the receiver can cause errors (the difference
antenna is reflected off nearby objects, such as superstructure, masts and funnels.
 Entering the wrong datum can cause an error in the ship‘s position.
between a large vessel down on her marks and in ballast is significant).
 When GPS shows a compass course, it is not showing the ship's heading, it is
showing the track of the vessel. With the vessel stationary, GPS will not provide any
directional information.
86. How many GNSS GPS is currently the only fully operational GNSS. It is owned and controlled by the U.S.
are operational? Department of Defence and its use by commercial shipping is incidental to its primary,
 Aerial connection failure.

military purpose.
 Atmospheric conditions
87. What might make
the GPS fail/give
false reading?  Multi-path received signals
 Interference from other aerials of equipment transmitting nearby
 Solar activity
 Incorrect Geiod selected
 Satellite elevation.
88. What is GDOP in the GDOP (Geometric Dilution of Precision) – This is an indicator of the reliability of the
use of GPS? position, rather than its accuracy. Best geometric positioning of the satellites around the
receiver gives the best reliability. Best situation is a satellite directly overhead and three
positioned around the horizon at 120º intervals. Satellites at low elevation produce a poor
vertical position and can affect the determination of altitude. Modern good quality receivers
automatically
89. What do you There is the error caused by the incorrect use of the datum between chart (electronic or
understand by Geoid paper) and the receiver. The default datum used by GPS is the world Geoid Spheroid 84
error in the use of (WGS 84). Check the datum on the chart and if it is different from WGS 84, apply the
GPS? corrections stated on the chart. Some receivers have the ability to change datum in the
 GPS positions are referenced to the World Geodetic System 1984 Datum (WGS 84).
receiver. Incorrect use of the datum can cause an error of about 40m.
90. What is the
importance of This may not be the same as the horizontal datum of the chart in use, meaning that the
19
 The receiver may convert the position to other datum. In this case the observers must
knowing the GPS position when plotted may be in error.
system the chart is
 Where the difference in datums is known, a note on the chart provides the offset to
based on? ensure that they are aware of the datum of the displayed position.
apply to positions referenced to WGS 84 for plotting on the chart, but where this offset
 DGPS positions are normally referenced to WGS 84 though regional datum‘s,

is not provided, the accuracy of the plotted position should be treated with caution.
corresponding to WGS 84, may be used [e.g. North American Datum 1983 (NAD 83) in
 Many areas of the world have not been surveyed to modern standards hence the
the USA] and European Terrestrial Reference System 1989 (ETRS 89).
positional accuracy of the charted detail on the paper chart, Raster chart or ENC may
not be as accurate as the GNSS receiver derived position. Mariners should allow a
sensible safety margin to account for any such discrepancies.
The prudent navigator should never rely totally on GNSS navigation and should regularly
cross check the ship's position using other means particularly in areas where the charts
 Volume 2 of The Admiralty List of Radio Signals published by UKHO contains full
are based on old surveys (see also notes on use of ECDIS in section 5 below).
91. Where will you the
 Also included are descriptions and examples of over-reliance on GNSS, and a full
OOW find descriptions of all GNSS systems, with notes on their correct use and limitations.
information on the
use of GNSS account of the problems caused by differing horizontal datum‘s.
systems?  Mariners must read the note on satellite-derived positions on the Admiralty charts for
 Further information can be found in the Mariner's Handbook (NP 100) and in Annual
more information.
Summary of Admiralty Notices to Mariners, N019.

92. What accuracy can Modern receivers are very accurate, being able to select the best satellites to calculate the
you expect from best fix. Worst error is about 100m in the horizontal plane. In 2001 ―Selective Availability‖
 Visual bearings and observations of terrestrial objects

GPS? was switched off increasing accuracy to 25m in the horizontal plane.
 Ranges by visual observations

93. List the different
methods whereby
the track of a ship  Radar ranges and bearings
can be monitored.  Use of soundings
 Terrestrial radio aids to navigation
 Satellite systems
 Celestial observations
94. Give an example of When running on fixed track at a uniform speed, compare the DR position with that of the
the simple GPS.
monitoring of the
GPS accuracy.
What is NAVTEX? NAVTEX (Navigational Telex) is an international automated medium frequency direct-
printing service for delivery of navigational and meteorological warnings and forecasts, as
well as urgent marine safety information to ships. NAVTEX transmissions are also called
narrow-band direct printing (NBDP). NAVTEX broadcasts are primarily made on the
Medium frequencies of 518 kHz and 490 kHz. The international NAVTEX frequency is
518 kHz, and these broadcasts are always in English.
95. What is ECDIS? Electronic Chart Display and Information SYSTEM – Digitally displayed charts replacing
paper charts.
96. What is the time- New passenger ships of >500gt 1 July 2012
line for the New tankers of >3000gt 1 July 2012
installation of New cargo ships of >10,000gt 1 July 2013
ECDIS? New cargo ships of >3,000gt 1 July 2014
Existing tankers of >3,000gt 1 July 2015
Existing passenger ships of >500gt 1 July 2014
Existing cargo ships of >50,000gt 1 July 2016
Existing cargo ships of 20,000gt <50,000gt 1 July 2017
Existing cargo ships of 10,000gt <20,000gt 1 July 2018
97. List the key 1. Know the risks – overreliance on ECDIS.
20
operational points 2. Master and all the watch officers must be trained in the operation of ECDIS.
for 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 allow
the mariner to interrogate features on the chart.
8. ENCs must be provided by or under the authority of a government or a National
Hydrographic Office and conform to IHO S-57 standard.
9. RNCs are scanned images of paper charts and are unable to be interrogated for further
information.
10. RNCs must be provided by or under the authority of a government or a National
Hydrographic 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 and
speed/distance measuring device.
13. Additional electronic systems (sensors) should not interfere with ECDIS performance or
functionality.
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/RNC
data 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 ENC Electronic Navigational Charts (ENC), commonly referred to as ‗vector charts‘, are layered
charts? with digital information enabling the mariner to electronically interrogate features on the
chart such as buoys, navigational marks, traffic separation schemes (TSS) and safety
contours with detailed information displayed for the user.
99. What are RNC Raster Navigational Charts (RNC) are scanned geo-referenced
 The chart datum used for GPS (WGS 84) may differ to the chart datum
charts? images of official paper charts.
 Some RNC‘s still use fathoms for depth measurement which can lead to
100 What are the
disadvantages of a
RNC chart?
 the chart datum of the chart could be incompatible with the position fixing system.
misunderstanding of true under-keel clearance.
 RNCs do not offer the same options as an ENC to add or remove irrelevant chart
features that are not relevant or suit a particular navigational circumstance as there is
 The ability to scan ahead when determining upcoming alterations of course,

no digital chart layering system.
navigational hazards and landmarks may prove tiresome as RNCs may need to be
 In most circumstances, the user is also unable to interrogate any of the chart features
changed.
 Raster chart data will not trigger automatic alarms (for example, anti-grounding,
or reveal further information.
 Changing the display orientation from ‗North-Up‘ may affect the readability of the chart.
clearing lines, ship safety contour lines, isolated dangers, danger area).
 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 to
show similar chart information and may also include changes in colours used in hours
of daylight and darkness.
21
101 What alarms or Crossing safety contour Alarm

indications should Area with special conditions Alarm or Indication
ECDIS give? Deviation from route Alarm
Positioning system failure Alarm
Approach to critical point Alarm
Different geodetic datum Alarm
Malfunction of ECDIS Alarm or Indication
Default safety contour Indication
Information over scale Indication
Large scale ENC available Indication
Different reference system Indication
No ENC available Indication
Customised display Indication
Route planning across safety contour Indication
Route planning across specified area Indication
Crossing a danger in route monitoring mode Indication
System test failure Indication
102 What are adequate 1. For ships using ECDIS as their primary means of navigation (no paper charts), an
back-up systems for additional and independent ECDIS shall be provided as a back-up. The back-up ECDIS
ECDIS? should be connected to an independent power supply and connected to systems
providing continuous position-fixing capability.
2. When the ECDIS is being operated in Raster Chart Display System (RCDS) mode
using 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 for
areas where only raster chart coverage is available.
3. For ships using ECDIS as an aid to navigation, the ship must carry and maintain an
appropriate folio of up-to-date paper charts.
103 What is knowledge There is the risk with ECDIS that navigators may become dependent on monitoring and
based error in the that when a sensor fails, the navigator must return to first principles to deal with the
operation and use of situation. This in turn may lead the navigator to incur additional errors in dealing with the
ECDIS? situation. This is knowledge based error.
104 What are the Four Appraisal
Elements to a Planning
Passage Plan? Execution
Monitoring
105 Appraisal, what is When you gather as much safety and navigation information to give you a safe voyage.
this? (Passage
Planning)
106 What type of The tides
information does this Tidal streams
involve? (Passage Under-keel allowances
Planning) Information from pilot books/sailing directions
Chart dangers (rocks, shallow water oil-rigs etc.)
Traffic schemes
Weather information (shipping forecasts)
Possible areas of restricted visibility
Any areas, which would involve an area of high traffic density
107 Planning, what is Planning out the intended voyage, using all the information from the appraisal.
this? (Passage
Planning)
108 What have you to do Plot the intended voyage making sure it is safe, and that the plan has been checked out by
to make a plan of the master of the vessel, use way points, parallel indexing , courses, distance to steam on
your voyage? each leg, and by using all the information that you Appraised
(Passage Planning)
109 Execution, what is The master should find out how long his intended voyage should take, making sure he has
this? (Passage enough water and fuel for the voyage
Planning) He should take into account any weather conditions expected on the voyage
22
Any areas of high traffic density that would make him deviate from his course (he should if
possible make a plan to keep well clear of these areas)
110 Monitoring, what is This is the act of checking your position often on a chart and that you remain in a safe
this? (Passage distance from any danger areas (land)
Planning) Parallel Indexing should be used when you are alongside any hazards to maintain a safe
distance
111 What is Parallel This is done by using your radar and V.R.M. (Variable Range Marker) and putting a
Indexing? distance on to it , as long as this distance is not breached, then your vessel should be in
safe water
112 What is the purpose To make sure your vessel is a safe distance away from any navigation hazards
of Parallel Indexing?
113 How do you parallel By using your heading marker and slide it over towards the side that has the obstruction
index using radar? and using your V.R.M. and measuring the distance you need and put the heading marker
onto the V.R.M.
114 What would you do if Alter off the land until you where 2 miles from the point of land, never breech what distance
you had to parallel you had to keep off an obstruction
index off a point of
land at 2 miles but
the radar says your
1.7 miles from the
point of land?
115 How are the ship‘s Most vessels are now equipped with ‗quartz chronometers‘ and as such they do not have
chronometers to be wound at regular intervals like the 2- and 8-day mechanical chronometers. Most
maintained? ships will keep the chronometer(s) in a robust wood box with the instrument slung on a
gimbal 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 The off course alarm is an audible signal and I would cancel this and investigate the cause
‗off course alarm‘ is of activation. As the OOW I would ensure that the steering motor(s) is on and functioning
activated. What correctly and immediately check the comparison course on the magnetic compass with the
actions would you gyro heading and the auto pilot heading. The weather and/or sea state could have affected
take as the Officer of the course temporarily. If the cause cannot be ascertained and rectified, I would engage
the Watch? manual 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 the
deck log book to this effect
117 What is the _ Latitude can be determined at noon if you know the corrected altitude
relationship between of the sun and its declination. You don‘t need to know the time. The
time and the accuracy of your calculation is limited only by the accuracy of measurement
determination of of the sun‘s altitude and by the accuracy of the declination tables.
latitude and _ Longitude can be determined if you know both the time of observation and the
longitude? equation of time. While your sextant gives highly accurate measurements, practical
difficulties inherent in this method normally preclude accuracy of more that 10' of longitude.
118 In celestial
navigation what is ZX is the corrected sextant altitude (= true altitude)
ZX? subtracted from 90º. Is the distance on the great
circle connecting the observer‘s zenith and the
celestial body.
23
119 Describe the

operating principle
that a sextant uses
The sextant relies on the optical

principle that if a ray of light is reflected from two mirrors in succession then the angle
between the first and last direction of the ray is twice the angle between the mirrors. And
this angle can then be read off the arc.
120 Name the parts of a
sextant?
121 Where would you The instrument error of the sextant is found on the certificate, inside the lid of the sextant‘s
find the instrument box.
error for a marine
sextant?
24
The sextant is
subject to a number
of errors and
adjustments. To find
the true altitude of a
celestial body from
the observed these
must be allowed and
adjusted for.
Explain briefly these
adjustments:
Index Error
Dip
Refraction
Parallax
Semi-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 is
usually taken from the almanac or from the formula (Dip = 0.98 times the square root of the
height 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 rays
as 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 this
case either the top or bottom of the celestial object (known as upper or lower limb) is made
to touch the horizon. To obtain the centre of the body this correction is applied - from the
Almanac.
122 In celestial When an observer measures the
navigation, a circle altitude of a heavenly body he obtains
of position is used to from it, by correction and subtraction
determine the from 90°, a true zenith distance - ZX in
position line on the figure. Z, and theoretically Z, might
which ship‘s position be any point on a small circle of radius
is lying. Please ZX and centre X.
explain this On the Earth the observer's position, z,
principle? lies on the circumference of a small
circle, the centre of which is the
heavenly body's geographical position.
The radius of this circle is also the true
zenith distance, zx, and since it is now
measured on the surface of the Earth, it
can be expressed in nautical miles. This
small circle is known as a position circle.
The astronomical position line is the
small arc of this position circle on which
the observer discovers his position to
be. If ZX is very small, some twenty miles or so, the geographical position can be plotted
on the chart and the actual circle drawn without loss of accuracy, but in general ZX will be
large, of the order 1,000 miles, and the geographical position will seldom be on the chart
that the navigator is using for keeping his reckoning. The part of the position circle that
concerns the navigator must therefore be found by methods that confine the plotting they
involve to the neighbourhood of the ship's actual position.
25
The method in common use is the Marcq St. Hilaire or 'intercept' method.
123 When using a VSA‘s are used for:
sextant which Measuring the altitude of a celestial body
objects you will use Maintaining a clearance distance off a lighthouse
for VSA‘s and HAS‘s are used for position fixing from three terrestrial objects.
HAS‘s?
A C
ComplementAngle ComplementAngle
B
ComplementAngle
ComplementAngle
P
Q
124 What are the (P) Perpendicular Error - (1st Error)

adjustable errors of (S) Side Error - (2nd Error)
a sextant (I) Index Error - (3rd error)
125 Describe the non- The non-adjustable sextant errors are prismatic error, graduation error, and centering
 Prismatic error occurs when the faces of the shade glasses and mirrors are not
adjustable errors of error.
a sextant
 Error due to lack of parallelism in the shade glasses may be called shade error.
parallel.
 Graduation errors occur in the arc, micrometer drum, and vernier of a sextant which is
 Centering error results if the index arm does not pivot at the exact center of the arc‘s
improperly cut or incorrectly calibrated.
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 errors
and reports them to the user as instrument error.
The deck officer should apply the correction for this error to each sextant reading.
 Place the index arm at about 35° on the arc and hold the sextant on its side with the
126 How will you correct 1. Perpendicularity Error:
a sextant?
 Observe the direct and reflected views of the sextant arc.

index mirror up and toward the eye.
 If the two views are not joined in a straight line, the index mirror is not perpendicular to
 Bring the two views into line by adjusting the two screws behind the index mirror.
the plane of the instrument.
 The horizon glass is not being perpendicular to the plane of the instrument.
2. Side Error:
 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 passes
 If, in changing from one position to the other, the reflected image passes directly over
alternately above and below the direct view.
 If it passes to one side, side error exists.

the un-reflected image, no side error exists.
 Remove the error by adjusting the two screws behind the horizon glass.
26
 If the line of sight through the telescope is not parallel to the plane of the instrument.
3. Collimation Error:
 Insert the telescope it in its collar and observe two stars 90° or more apart.
Altitudes measured will be greater than their actual values.
 Bring the reflected image of one into coincidence with the direct view of the other near
either the right or left edge of the field of view (the upper or lower edge if the sextant is
horizontal). Then tilt the sextant so that the stars appear near the opposite edge. If they
 Adjust the collar to correct for non-parallelism.

remain in coincidence, the telescope is parallel to the frame; if they separate, it is not.
 Index error is the error remaining after the navigator has removed perpendicularity
4. Index Error:
 The index mirror and horizon glass not being parallel when the index arm is set exactly
error, side error, and collimation error.
 Set the instrument at zero and direct the line of sight at the horizon.
at zero is the major cause of index error.
 Adjust the sextant reading as necessary to cause both images of the horizon to come
 The sextant‘s reading when the horizon comes into line is the index error.
into line.
 If the index error is positive, subtract it from each sextant reading. If the index error is
negative, add it to each sextant reading.
Nearly all examiners will expect you to read the vernier to see what the index error
How would you care  When not using the sextant, stow it in a sturdy and sufficiently padded case.
is.
 Keep the sextant away from excessive heat and dampness.

127
for a sextant?
 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. Do
 Wipe the mirrors and the arc after each use. If the mirrors get dirty, clean them with
not lift it by its arc or index bar.
 Clean the arc with ammonia; never use a polishing compound. When cleaning, do not
lens paper and a small amount of alcohol.
 Silica gel kept in the sextant case will help keep the instrument free from moisture and
apply excessive pressure to any part of the instrument.
 Rinse the sextant with fresh water if sea water gets on it. Wipe the sextant gently with a
preserve the mirrors. Occasionally heat the silica gel to remove the absorbed moisture.
 The glass optics are treated with a thin, fragile, anti-reflection coating. Therefore, apply
soft cotton cloth and dry the optics with lens paper.
only light pressure when polishing the coated optics. Blow loose dust off the lens
 Occasionally, oil and clean the tangent screw and the teeth on the side of the limb. Use
before wiping them so grit does not scratch the lens.
the oil provided with the sextant or an all-purpose light machine oil. Occasionally set
the index arm of an endless tangent screw at one extremity of the limb, oil it lightly, and
then rotate the tangent screw over the length of the arc. This will clean the teeth and
 When stowing a sextant for a long period, clean it thoroughly, polish and oil it, and
spread oil over them.
 If the mirrors need re-silvering, take the sextant to an instrument shop.

protect its arc with a thin coat of petroleum jelly.
 Navigational warnings;
 Meterological information (forecasts and warnings);
128 What makes up
maritime safety
Information?  Distress alerts.
129 What is the name of the ship‘s head marker in a compass bowl? The ―Lubber‖ line
130 What liquid is used A light clear oil named ―Bayol‖. Could also be a mixture of distilled water and alcohol
in the modern liquid
What is the purpose  It lubricates the pivot.

compass?
131
27


of the liquid in the Prevents corrosion.
compass? Its viscosity assists in steadying the card reducing the period of oscillation when the
 It also reduces the freezing point of the liquid

ship rolls.
132 Where would you In the centre of the card. It hosts the beveled jewel for the pin of the card to rotate on and it
find the float provides buoyancy so that the card floats with just negative buoyancy reducing the friction
chamber in a in the bearing between the point and jewel.
modern liquid
compass and what
Name three uses for  It allows the determination of variation.

is its function?
 Determining a true course and

133
a compass rose on
the chart?  Laying off a true bearing
134 How would you By taking a bearing of a terrestrial object, e.g. a lighthouse, with the arrow indication
check that the uppermost. Take a second bearing of the same object, with the arrow in the downward
azimuth bearing position. Both readings should be the same and the bearing circle can be used with
circle, of the confidence.
compass was
correct?
135 When taking a Any ‗cocked hat‘ of size would probably indicate that one or more of the bearings and
position fix by use of respective position line(s) was incorrect. I would therefore consider that the position was
the azimuth bearing unreliable and would look to take another position. It is expected that primary and
circle, the charted secondary position fixing methods are employed wherever and whenever possible.
position shows an Having confirmed the position by an alternative system, I would inspect the azimuth mirror
enlarged ‗cocked for defect and check its use by carrying out another sequence of bearings. Any fault
hat‘. What would you detected would be reported to the Master
do?
136 When joining a ship for the first It is common practice to display a diagram on a bulkhead, in close proximity
time, how would you ascertain if to the radar, if its operation is hampered by Blind Sectors. Alternatively, the
the vessel had any ‗Blind Sectors‘ Radar Specification Manual could be consulted and any Blind Sectors would
affecting the radar(s)? be indicated in the manual
137 What is a
hydrometer used
for?
It is used for measuring the density of the dock water which could be anywhere between
fresh water (1000kg/m³) or salt water (1025kg/m³).
In the figure above the density of the dock water is 1022.5kg/m³
138 When obtaining the density of When obtaining the water sample I would ensure that the bucket is allowed to
the dock water using a sample sink below the surface and draw a sample that would be uncontaminated with
bucket of water obtained from surface debris.
the dock, how would you When using the hydrometer, I would spin the instrument to break any surface
ensure accuracy of your tension against the scale bar and so obtain an accurate reading.
28
hydrometer reading?
139 What is a loadline? A mark (Plimsoll Mark) painted on the sides of merchant ships which indicates the draught
levels to which a ship may be loaded with cargo for varying conditions of season and
location. The marks show six loading levels, those which may be used in tropical fresh
water; 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 The loadline verifies that the vessels strength and stability have been approved for the
of the ship‘s draught corresponding to the freeboard mark and that the vessel at the maximum draught
loadline? has a reserve buoyancy and bow height in compliance with the requirements of the
International Convention on Loadlines.
 Weather and water tight closing appliances to openings that leads to volumes that are
In addition the loadline confirms the vessel has:
 Protection for the crew.

considered buoyant; and
141 What is the purpose The requirement for reserve buoyancy is to ensure that the vessel is not broken down by
of reserve buoyancy heavy seas, while the requirement for bow height is to limit the amount of green seas on
and bow height? the deck.
142 What is Fresh Water Fresh water allowance (FWA) is the additional draft that a ship may acquire under
Allowance? international regulations when the ship loads in fresh water. The draft of a ship changes
Last vessel? (increases) when it moves from sea water (with 1025kg/m³ density) in fresh water (with
1000kg/m³ density).
143 What is Dock Water Dock water allowance is the additional draft that a ship may acquire under international
Allowance? regulations when the ship loads in water that is not salt water. Dock water has a density
between 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 you DWA (in mm) = FWA (in mm)x[1025 – DW density]
calculate DWA? 1025
TOPIC THREE: RIGGING OF SHIPS, STOWAGE AND SECURING OF CARGO

1 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 when
to 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 and
other lifting equipment
(f) Identify the checks to be made by the OOW on all equipment during a cargo watch and methods
of 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 traffic
dangers, 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
 Deck Cargoes
(a) Demonstrate knowledge of regulations, recommendations, codes and so forth with respect to:
 Hazardous Cargoes
 Bulk cargoes including grain
 Securing cargoes on all types of vessels
(b) Demonstrate an ability to use the following publications:
29


IMDG Code

IBC Code

MFAG Code
Code of Safe Practice for Merchant Seaman
145 What is the aim of the The aim of ship‘s officers and crewmembers on board should be to prevent damage
ship's personnel as or deterioration whilst the cargo is under their care and to deliver it, as far as
regards the receiving, possible, in as good condition and order as it was when received aboard.
stowage, carriage and
delivery of cargo?
146 What must the Master and The Master and officers require a good working knowledge of the various kinds of
officers know about the cargo they are likely to carry: their peculiar characteristics, liability to damage, decay,
cargo they are likely to or deterioration,
carry? their measurement, and the usual methods of packing, loading and discharging,
stowage, dunnaging, etc., as
147 Who is responsible for the The Master. He delegates the function to the Chief Officer but he remains the
safe loading and proper responsible officer.
stowage of cargo?
148 What is the job of The actual handling of the cargo in loading and discharging is done by
stevedores? stevedores, who are experienced men appointed for this purpose when a vessel
arrives at a port.
149 Define a shipper and a Shipper: A person or company that sends good via sea. Term used to describe
carrier? exporter. Mostly manufacturing companies.
Carrier: is the owner or operator of the ship carrying the cargo belonging to the
shipper
150 What is a cargo plan? A ship‘s cargo plan shows the distribution as well as the disposition of all parcels of
cargo 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. The
copies are forwarded to agents at ports of discharge to allow the booking and
reservation of labour, as appropriate.
151 Define a bill of lading and A bill of lading: is a document issued by a carrier, acknowledging that specified
a mate‘s receipt goods have been received on board as cargo for shipment to a named place for
delivery to the receiver. It has three functions; evidence of the contract of carriage, a
receipt 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 Standard
Shipping Note.
152 What are the three It is evidence that a valid contract of carriage.
purposes of a bill of It is a receipt signed by the carrier.
 Remove all residues of the previous cargo.

lading? It is also a document of transfer.
 Remove the dunnage. It will not be required.

153 How would you go about
preparing a hold for the
loading of a cargo of  Wash the holds down with seawater and give a final rinse with fresh water
grain?  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 prior
 Test the ancillary systems, such as the fixed fire fighting equipment or ventilation
to loading cargo.
 Hold lighting to be checked.

equipment.
 Means of access should be checked for damage and must be free of any
 Cargo gear must be checked and rigged for loading or discharge.

hazards.
 Hatch covers must be examined for weathertight integrity and, if necessary, the
30
 Fumigation is to be carried out if the charterers or cargo owners require it. The
rubber packing renewed.
IMO publication 'Recommendations on the safe use of pesticides at sea‘ and

MGN 284. 'Recommendation for ships carrying fumigated bulk cargoes' must be
 Air pipes, fixtures and fittings must be checked and any repairs carried out.
referred to.
154 On a container ship what document provides guidance for the The ship‘s Cargo Securing Manual
lashing of containers on board?
155 What document provides lashing guidance for the deck officers The ship‘s Cargo Securing Manual
when loading cargo on deck?
156 What is the purpose of a The purpose is to set out the standards for cargo securing devices used on board
cargo securing manual? bearing in mind the type of cargo, the characteristics of the ship and sea conditions
What factors  duration of the voyage;

that a ship might encounter.
 geographical area of the voyage, with particular regard to the minimum

157
must be
considered
 sea conditions that may be expected;
safe operational temperature of portable securing devices;
when
deciding on a  dimensions, design and characteristics of the ship;
lashing  expected static and dynamic forces expected during the voyage;
arrangement  type and packaging of cargo units, including vehicles; and
on the decks  intended stowage pattern of the cargo unit, including vehicles' mass and the dimensions of the
for vehicles
of a Ro-Ro cargo units and vehicles.
 Check the dangerous goods declaration signed by the shipper for the UN Number and then
ship?
158 How would
you do about follow the requirements of the IMDG Code regarding the towage of the cargo in terms of on
 Double dunnage on deck.

loading 45 deck stowage, segregation and stowage recommendations.
drums of acid
on deck?  Try to stow in small parcels so that leaking drums are accessible. Ensure each parcel properly
 Post warning signs

lashed
What is the
IMO DG  Check for drum integrity and proper labeling during loading.
Code  Protective clothing to be worn during loading
classification  Requirements can be found in the Material Data Sheet.
 Stow against bulwark away from accommodation.
for acid.
 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 What When loading or discharging heavy-lifts Deck Officers should be aware of the following
precautions precautions and procedures:
must be 1. The stability of the vessel should be adequate and the maximum angle of heel should be
taken when acceptable. All free surface effects (FSE) should be eliminated by either ‗pressing up‘ or
loading or ‗emptying‘ tanks.
discharging a 2. If a conventional ‗Jumbo‘ Derrick is employed, then the rigging plan should be referred to with
heavy lift? 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 before
commencing the lift. Particular attention should be paid to the SWL of shackles, blocks and
wires.
4. Ensure 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 should be placed in ‗double gear.
6. The deck area where the load is to be landed should be clear of obstructions, and heavy
bearers 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
31
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 barges
secured 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 if
fitted.
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 once
the load clears the deck, before allowing the lift to continue.
160 Define grain Bale Capacity:
and bale This is the cubic capacity of a space when the breadth is taken from the inside of the cargo
space? battens, the depth from the wooden ceiling to the underside of the deck beams and the length
from 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 to
the ships side plating. An allowance is usually made for the volume occupied by frames and
beams.
161 What is a Ships' derricks should be properly rigged and employers and masters should ensure that rigging
cargo ship plans are available containing the following information:-
rigging plan? (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 be
followed.
Manufacturer‘s instructions should be followed for ship‘s cranes.
162 How would I would follow the company‘s maintenance plan and the manufacturers manuals.
you go about In General I would cover the following items:
maintaining i) Greasing should be thorough and frequent, as dry bearings impose additional loads that can
the ship‘s lead to failure.
lifting ii) The condition of all ropes and chains should be checked regularly for wear, damage and
appliances? corrosion 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 of
bearings, securing points etc.
v) Hollow structures such as gantries or masts should be checked for trapped water inside. If
water 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, should
be carried out preferably before the start of operations.
163 What is Stowage Factor (SF):
stowage This is the volume occupied by unit weight of cargo. Usually expressed as cubic metres/ tonne.
factor and Broken Stowage (BS):
broken The space in the hold between packages which remains un-utilized. This is generally expressed
stowage? as a percentage in the ratio of the space lost to the space that can be occupied.
32
164 How could you separate Depending on the nature of the cargo parcels would depend on the type of
similar cargoes but separation that could be employed. Clearly the best form of separation is to stow
destined for different ports cargoes in alternative compartments. In the event that the loading plan does not
of discharge? permit this, paint, paper, dye mark, dunnage, burlap or nets can be used on a variety
of general cargoes.
165 What do you understand Flashpoint is described as the lowest temperature at which a
by the term ‗flashpoint‘? liquid gives off sufficient vapour to form a flammable mixture with air,
near the surface of the liquid.
166 In the container ship trade TEU – twenty feet equivalent unit. Used to express the cargo capacity of a container
what is a TEU? vessel.
168 What is corner Corner Castings: Fittings located at the corner of the freight container which provide means for
casting and a lifting, handling, stacking and securing the container.
twistlock in the A twistlock and corner casting together form a standardised rotating connector for securing
container trade? shipping containers. The primary uses are for locking a container into place on container ship,
semi-trailer truck or railway container train; and for lifting of the containers by container cranes
and sidelifters.
169 What do you The term Bay, Row and Tier is used to describe the position of container on a cellular ship.
understand by Bays: Are numbered lengthwise from bow to stern with odd numbers for 20' containers and
the terms ―Bays, even numbers for 40' containers. The even number between two 20' containers is used to
―Rows‖ and define 40' bays.
―Tiers‖ as used Rows: Are numbered from centerline to portside with even numbers and from centerline to
on a container starboard with odd numbers. The container row stowed on the centerline is marked 00.
ship ―cargo Tiers: In under deck stows, containers are numbered vertically downwards with even numbers
plan‖? from top to bottom. The bottom row will be 02, except where as a result of the hull contour, the
bottom of an adjacent row is at a higher level. In case of two half heights the bottom ones are
to be numbered by an odd number. On deck stowage is indicated by code key 8 followed by an
 Check that holds are clean, dry and ready to receive the cargo.
even number sequence.
 If any dunnage is required, it should be inspected and laid ready for loading. .
170 What checks
are required
prior to the  Hold inspection should include the inspection of plating, access ladders, lighting, guard
cargo being rails, storm valves and pipes, fire fighting gear and fittings, manhole covers, spar ceiling,
loaded
 Check all cargo gear is certificated and tested.
etc.
 Check that all lifting plant (derricks, cranes, wires, blocks, etc) are in good order and
 All lashing gear must be in place and inspected.

properly rigged.
 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 conditions
171 What checks
are required
during loading to
 Damage to cargo may be caused by incorrect stowage or slinging, careless use of
throughout loading are maintained. Close hatches during rain when necessary.
ensure that the
cargo is not mechanical handling equipment, e.g. forklift trucks, insufficient attention to labeling and
damaged? marking, carelessly packed units, insufficient dunnaging or packaging, incorrect ventilation
 Check correct handling and use of cargo handling equipment. For example, cargo hooks
settings or, in the case of refrigerated cargo, incorrect set points.
 The Cargo Officer must be familiar with the ship's specialised cargo gear.
should never be used when discharging fragile cargo.
33
 Check cargo sling arrangements to safeguard against the cargo being dropped or incorrect
 The stowage of all cargo should be checked with reference to the cargo plan. Particular
Safe Working Load (SWL) slings being used.
attention should be paid to the loading of dangerous or refrigerated cargo. Reefers must be
 When stowing general cargo, preventative measures should be taken to ensure against the
plugged in immediately and the temperature logged.
 Some cargoes are liable to damage from taint. These should not be stowed next to strong
possibility of fragile goods being crushed when stowed with heavy goods.
smelling cargoes.
172 How would you deal If the damage is serious bring it to the immediate attention of the chief officer. It may be
with cargo damaged necessary to get the damage surveyed prior to loading or even to reject the cargo in
during loading? serious cases.
Minor damage can be dealt with by the completion of a cargo damage report.
173 What is a cargo damage The Cargo Damage Report is a statement of damage to the cargo that gives all of the
report? details. 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 about Should be stowed in the fore and aft line, on level deck space. It must be well secured
stowing a motor car on a against pitching and rolling of the vessel by rope lashings. Fuel tanks should be nearly
general cargo ship? empty. Close inspection should be made at the point of loading, any damage being
noted on acceptance.
175 How would you go about Bales are liable to spontaneous combustion, so that the hold must be dry and clean,
stowing bales of cotton free of oil stains etc. Adequate dunnage should be laid and all steelwork covered to
on a general cargo prevent contact with cargo. Wet and damaged bales should be rejected at the loading
ship? port.
Hoses and fire appliances should be on hand and readily available during the periods
of loading, fire wires being rigged fore and aft.
176 How would you go about These should be stowed on a double layer of dunnage. Ideally the first layer should be
stowing bagged cargo of stowed athwartships on vessels equipped with side bilge systems. Steelwork should be
cement in paper bags covered by brown paper or matting to prevent bags making contact. Torn bags should
on a general cargo be refused on loading. Canvas rope slings should be made up in the hatchway centre
ship? to avoid dragging and bursting bags. Hooks should never be used with paper bag
cargoes. When stowing, bag on bag stow is good for ventilation, whereas bag on half
 Class 1: Explosives
bag is poor for ventilation but good for economical use of space.
 Class 2: Gases
177 List the 9 classes of
dangerous cargo
covered by the IMODG  Class 3: Flammable liquids
Code.  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 articles
178 What goods require a Class I. Explosive cargos of Class 1 require a specially constructed magazine stowage.
magazine stowage?
179 List the a. PROTECTS AGAINST SWEAT-
functions b. PROTECTS AGAINST TAINTING – from oil stained or dirty decks.
of c. PREVENTS CHAFING—Dunnage prevents one article from robbing against another
dunnage d. PREVENTS MOVEMENT—It causes friction between the cargo and steel of the deck so
preventing the movement of cargo. It also fills space which, if left unfilled, would permit the cargo
to shift.
e. PROVIDES SEPARATION OF CARGO— Material such as dunnage strips, burlap or heavy
paper 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 can
spread the load of a heavy lift. spread
180 What is When an isolated volume of air cools, relative humidity increases as the temperature falls. Once the
34
ship‘s temperature has descended to the level at which saturation occurs, water begins to condense. This
sweat? temperature is known as the "dewpoint".
What is Sweat is formed when water vapour in the air condenses out into water droplets once the air is cooled
cargo below its dew point. The water droplets may be deposited onto the ship‘s structure or onto the cargo.
sweat?
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 the
vessel moves into cooler climates. Cargo may be damaged by overhead drips, by contact with sweat
which 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 stow
as a consequence of large amounts of warm, moist air being persistently introduced into a hold
containing substantially colder cargo.
181 On a general cargo ship, The whiskey is a high value cargo subject to pilferage and so it would stowed in
how would you go about special lockers or deep tanks that can secured against pilferers. It would have to be
loading cartons of loaded under the supervision of the mates and crew to prevent pilfering and a careful
whiskey? tally would have to be kept. The whiskey should preferably be shipped in a secure
 Flammability
container.
 toxicity
182 What are the three main
hazards that are inherent
in petroleum cargoes?  pollution.
183 What is inert gas used for Inert Gas Systems – Today, all tankers are required to have inert gas systems.
on a crude oil tanker 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
35
operations, inert gas is pumped via a network of pipelines into the cargo tanks. The
inert gas is either manufactured by an inert gas generator or is cleaned flue gas from
the tankers‘ boiler.
184 How  Above the upper flammable limit (UFL) the mixture of substance and air is too rich in fuel (deficient
 Below the lower flammable limit (LFL) the mixture of substance and air lacks sufficient fuel
does the in oxygen) to burn. This is sometimes called the upper explosive limit (UEL).
flammabl
e
 Hydrocarbon gas requires air to sustain combustion in the parameters as follows:
(substance) to burn. This is sometimes called the lower explosive limit (LEL).
mixtures
diagram  1% gas to 99% air = Lower explosion Limit (LEL)
work?  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 flammable
mixtures diagram.
186 What is an explosimeter? An explosimeter is a device used to detect the amount of combustible gases present
in a sample of the given atmosphere. This gives the reading in terms of percentage

of the LFL (lower flammable limit)
187 How The equipment consists of a Wheatstone bridge in

does an which one of the resistances is variable.
explosim It consists of four resistances in which one varies
eter work

according to the amount of the gas present.
and what A hand pump is used to draw the gas or the
are the

atmosphere containing the gas inside the device.
safe A filter and flash back arrestor is used to filter the gas
working

and also acts as a flame arrestor.
principles

The device is switched on.
around it As the hand pump is operated to suck a sample of gas
use? from the cargo tank, simultaneously the filament gets heated. Any combustibles in the sample will

land on the filament in the sample chamber.
The combustibles will burn as the filament is already hot causing an increase in resistance which
36
disturbs the Wheatstone bridge. The reading can be read from the indicator. The instrument gives
 This type of gas meter can only be used if the gas content is very low (i.e.) this instrument should
the reading in percentage of the Lower Flammable Limit or Lower Explosive Limit which is 1%.
not 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
 Proper working of the equipment can be achieved by regular maintenance.

- Battery check
 Clean the filters regularly and it is advisable to have it serviced by the manufacturer once every six
What is a  This instrument is meant for measuring the hydrocarbon vapor in inerted atmospheres.
months.
 This instrument is not as sensitive as the explosimeter. The reading is only in percentage of the
188
tankscop
e or non- volume of the hydrocarbon vapor and hence used only during the gassing up operations and
combusti
 It is not meant for measuring during a man-entry.
during inerting.
ble gas
indicator?  It works on the same principle as that of an explosimeter except that the gas does not burn inside
the sample chamber; there is an alteration in the temperature of the heated filament which
 It is always advisable to flush the sample tube with fresh air after every use. The following checks
enhances the change in resistance.
are done to ensure the proper working of the instrument:

- Zero check
- Span check
- Voltages check (battery check)
189 What is It is a device used to measure the concentration of oxygen in a given atmosphere. This device plays a
an vital role since with the reading provided, only man-entry is done. The important checks that are done
oxygen on the oxygen analyzers are:
analyzer - Calibration with fresh air (which contains 21% of oxygen)
- Battery check
- Never change the batteries in a gas dangerous zone
200 What is a  Are used to detect only targeted gases and vapors. It is very specific to that type of gas only, so
analyzer?  The analyzer consists of a portable bellows pump and detector tubes.
multi-gas care has to be taken to ensure that correct tubes are used for the particular type of gas.
 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 the
 Pump 3-4 times (or as specified by the manufacturer) to suck in the particular gas from the
directions mentioned on the tube.
 If the atmosphere contains that particular gas or vapor, then the color of the tube changes.
atmosphere.
 The length of the color change can be read from the tube and compared to obtain the level of that
 Some of the gases include carbon monoxide, chlorine, hydrogen sulphide, organic arsenic
particular gas or vapor.
compounds, 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 the There is a non-return valve and water seal in the inert
boilers on a ship that uses flue gas as inert gas? gas pipeline on the main deck.
202 A failure in the IG system during cargo operations would An immediate suspension of cargo
necessitate what? operations.
37
203 What is COW on a crude Crude Oil Washing is a process to assist in the
oil carrier? control of hydrocarbon being discharged to the sea.
When the tanker is being discharged, the crude oil
cargo is pumped through a fixed cleaning system
that washes the cargo tanks with crude and
minimizes the amount of oil residue and wax clinging
to the tanks surfaces.
204 What safeguards are in a A pressure vacuum breaker (P/V breaker) is fitted on the inert gas line to guard
tankers deck systems to against over pressurisation or the creation of a vacuum in the system.
prevent over In addition to the P/V breaker, to prevent over pressurisation or under pressurisation
pressurization or a and to allow for the normal expansion and contraction of oil, pressure vacuum valves
vacuum occurring in the (P/V valves) are fitted on individual tanks or on individual mast risers connected to
piping/tank systems tanks.
205 How does If pressure increases, the pressure disc lifts venting IG and,
P/V valve in case of under pressurisation, the vacuum disc lifts allowing
work? outside air to break the vacuum. These valves are connected
directly to the tank.


206 List the Low water rate/pressure in the scrubber.
alarms

High water level rate inside the scrubber.
required on

High gas temperature.
an IG

Failure of inert gas blower.
system.

High oxygen.

Power supply failure on automatic control.

Low water level in the deck water seal.

Low gas pressure.
High gas pressure.
38
207 How does a The P/V breaker consists of an outer clumber

pressure mounted on a base on the main deck. The outer
vacuum chamber is filled with a water/glycol mixture to
breaker prevent freezing the winter. In case of over
function? pressurisation, the liquid in the outer chamber is
displaced relieving the IG line pressure. In case of
under pressurisation, the liquid is drawn into the
line, thus breaking the vacuum. It is installed in the
IG line.
208 How is the Pump rooms on tankers are protected spaces and covered by a fixed fire extinguishing system,
pump room which is operated from outside of the compartment. (Usually a CO2operation. Note: Pump rooms
of a tanker are treated as enclosed spaces.) After July 2002, under SOLAS II-2 Regulations 4, 5.10.3/4, cargo
fire pump rooms were required to be fitted with gas detection/bilge alarm systems.
protected?
―Segregated Ballast Tanks‖ (SBT) are ballast tanks with their own closed
 SBT tanks
209 Define:
 Dirty ballast
system that is segregated from the cargo oil system. These tanks are ballast
tanks that only contain ballast water.
 Clean ballast in the context '‖Dirty Ballast‖ - This is the term for ballast water that has been loaded into a
of tanker operations cargo tank that previously contained oil, but the tank has been crude oil
washed.
―Clean Ballast‖ - This is the term for ballast water that has been loaded into a
cargo tank that previously contained oil, but the tank has been crude oil
washed and subsequently water washed.
210 What do Open venting method meant that the cargo measuring ports were open during cargo operations,
you allowing petroleum vapor to vent on the deck thus creating a dangerous situation. Open venting
understand was allowed because there was no reliable cargo measurement system. Inert gas required the
by the term loading and discharge venting system to be closed and, therefore, reliable cargo measurement
―Closed systems were developed and accepted by industry as an accurate measure of cargo. Today,
Cargo tankers are required return the vapor plus inert gas mixture displaced while loading to the shore
Loading facility for processing so that no vapor is released to the atmosphere.
and
Discharge
Operations‖
Explain the  When a crude oil tanker completes discharge, a large quantity of oil (up to 2000 tonnes) may
?
211
process of be left adhering to the bulkheads. Tank cleaning would be carried out in the normal way using
―Load on
 On completion of tank cleaning the slop tank will contain all the tank washings, made up of a
sea water.
Top‖ in the
context of
 The slop tank must be allowed to ‗settle‘ for up to about 2 or 3 days. After this period of time
mixture of oil and water.
tanker
cargo
operations?  Once settling out is completed the interface between the oil and the water levels must be
the oil can be expected to be floating on top of the water content.
determined (usually carried out by an interface instrument). Once the level of water is known, it
is now possible to estimate the amount of water which can be discharged. The pumps and
pipelines would be cleaned of oil particles and the water in the tank can be pumped out very
carefully as the interface approaches the bottom.
39

Alternative methods could be to pump the whole of the slop tank contents through an oily
 At the loading port, oil can be loaded on top of the remaining slops, which would have been
water separator or the tank can be de-canted from one tank to another.
quantified prior to commencing loading of the new cargo. During the loaded passage the old
 On arrival at the discharge port, water dips are taken and the water quantity calculated. This is
and new oils combine and any further water content sinks to the bottom of the tank.
then usually pumped direct to a shoreside slop tank. Once pure oil is drawn this can be
diverted to main shoreside oil tanks.
212 What is the purpose of The purpose of the document of compliance is to provide additional safety measures in
the document of order to address the fire safety objectives of SOLAS Chapter II-2 For this purpose, the
 fire protection systems shall be provided to protect the ship from the added fire
compliance and what following functional requirements shall be met:
functional
requirements must be hazards associated with carriage of dangerous goods;dangerous goods shall be
 appropriate personnel protective equipment shall be provided for the hazards

met for the issue of adequately separated from ignition sources; and
this document?
 It oxidizes and so uses up the oxygen in the compartment.

associated with the carriage of dangerous goods
 It emits methane which when mixed with air can result in an explosive atmosphere.
213 What hazards are
associated with
the carriage of  It can release carbon monoxide which is a poisonous gas.
coal in bulk?  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.
 Surface ventilation only.
 The ventilators to the lower holds should be so arranged that they might be opened or
214 How would you
ventilate a cargo
of coal in bulk? closed at will during the voyage. As the critical temperature at which the process of
spontaneous 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
 On arrival at the port of discharge the hold ventilators should be unplugged and the
possible is manifest.
lower hold well ventilated before commencing to work cargo.

215 What is Certain cargoes, such as concentrates and some coals, contain moisture that can cause the
―liquefication‖ cargo to liquefy (for example, copper concentrates and certain grains including sago and
when used in the tapioca can show the same characteristics as a liquid).
context of bulk Although they often look dry in appearance at the time of loading, these cargoes contain
cargoes? moisture in the spaces between the particles. During ocean transport, cargoes are exposed
to agitation in the form of engine vibrations, ship's motions and wave impact, resulting in
compaction of the cargo. The effect of this process can be
a transition from a solid state to a viscous fluid state in
which all or part of the cargo can flatten to form a fluid
surface.
40
216 In a Ro-Ro ship operation what A terminal trailer horse

is a Trailer Horse? is a trestle device which
releases the towing
truck for more
productive use while
the semi-trailer is
loaded or unloaded in a
terminal.
217 On a Roll On–Roll Off (Ro-Ro) It is a requirement that Ro-Ro vessels have closed-circuit television (CCTV)
vessel you are on stations on monitoring all access points into the vessel. It would be necessary to check the
the bridge prior to sailing. The visual display monitor to see the watertight integrity of the ship is intact. This
cargo load has just completed. would additionally be checked by a red/green light tell tale, sensor-activated
How would you know that the display showing all green lights. Each station operator or Deck Officer would
stern ramp, and bow door/visor also verbally confirm by radio that the respective aperture is closed and locked
are locked down and secured
ready for sea?
218 How many The trailer would normally be secured by a minimum of six chain lashings each fitted with a
lashings tension load binding bar, the trailer being landed on a trestle at the front end while the rear is
should be balanced by the back wheels. A manual brake system would also be applied.
made to a
trailer on a Drawing of properly secured trailer during
Ro-Ro weather condition: - up to 7º on Beaufort
vessel? scale.
7º and over on Beaufort scale.
219 What  Internal combustion engine-driven vehicles must be operated only where adequate ventilation

precautions exists or is provided.
must be When internal combustion engines exhaust into a hold, intermediate deck, or any other
taken with compartment, the ship must ensure that the atmosphere is tested as frequently as needed to
the

prevent carbon monoxide (CO) concentrations from exceeding allowable limits.
ventilation These tests must be made by persons competent in the use of the test equipment and
of cargo

procedures.
spaces on Workers should control loose paper within RO-RO areas. Papers can be sucked into the
a Ro-Ro

ventilation system, blocking airflow and allowing the buildup of harmful gases.
ship? Air quality must be closely monitored during all operations where over-exposure may occur.
41

Ventilation systems in cargo holds should be started 15 minutes prior to starting work. The
 The ventilation system shall normally run continuously whenever vehicles are on board.
time needed may vary depending on the size of the hold and the airflow.
220 What document provides guidance for the deck The Code of Safe Practice for Ships Carrying Timber
officer on a ship loading timber deck cargo? Deck Cargoes.
221 What is the purpose of the The purpose of the Code is to make recommendations on stowage, securing
Code of Safe Practice for and other operational safety measures designed to ensure the safe transport of
Ships Carrying Timber Deck? mainly timber deck cargoes.
222 What is the
difference
between an
ullage and
a
sounding?
223 What is the ● The total holding power, in tonnes, of all lashings holding the cargo item vertically downward to
rule for the deck should be equivalent to three times the
lashing ordinary static weight of the cargo item in tonnes: i.e. a 10 tonne cargo item requires total lashings
cargo units having a holding-down potential of 30 tonnes.
on deck in ● The holding power, in tonnes, of all lashings preventing the cargo item moving to port and to
preparation starboard should be equivalent to seven-tenths of the holding-down potential of item 1, above: i.e.
for bad a 10 tonne item requires lashings with holding power preventing transverse movement of 21
weather? tonnes.
● The holding power, in tonnes, of all lashings preventing the cargo moving forward or aft should
be equivalent to three-tenths of the holding-down potential of item 1, above: i.e. a 10 tonne item
requires lashings with holding power preventing longitudinal movement of 9 tonnes.
42
224 How would All personnel involved with the handling

you go and/or operation of hatch covers must be
about properly instructed in their handling and
opening a operation. All stages of opening or closing
single pull hatches should be supervised by a

rolling responsible person.
McGregor Rig a ‗heave wire‘ to the leading

hatch hatch section.
cover? Rig a ‗check wire‘ to oppose the
direction of pull.
 Release the cross wedges and check they all

free and clear
Release all the cleats on the sides of the hatch

covers
Rotate the eccentric wheels by use of the jacks

or 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 stand
 If all is in order, heave the pontoons to roll open.

clear
 When open, secure the safety chains to prevent the pontoons accidently rolling close.
 Clear the heaving and check wires.
225 Where For as ship loading timber deck cargo, the cargo securing arrangement is to be documented in the
would the Cargo Securing Manual and accompanied by a lashing plan showing at least the following:
lashing a. The maximum cargo weight for which the arrangement is designed;
requiremen b. The maximum stowage height;
ts for a ship c. The required number and strength of blocking devices and lashings;
loading d. The required pretension in lashings;
timber deck e. Other cargo properties of importance for the securing arrangement, such as friction, rigidity of
cargo be timber packages, etc.;
documente f. Illustrations of all the securing items that might be used; and
d? g. Any restrictions regarding maximum accelerations, weather criteria, etc.
What would
these
requiremen
ts cover?
226 What are Particular problems effecting the stability are:
the stability - Absorption of water in dried or seasoned timber, and
43
concerns - Ice accretion, if applicable;

regarding - Variations in consumables;
the carriage - The free surface effect of liquid in tanks; and
of a timber - Weight of water trapped in broken spaces within the timber deck cargo and especially logs.
deck The above can all cause a loss of GM with a resulting negative GM.
 the timber deck cargo should be kept free of any accumulations of ice and snow;
cargo?
 regular inspections must be done to ensure:

227 What are
the duties
of the deck i) that lashings are in place and adequately secured and tightened .
officer ii) that the required accesses are kept clear
during the iii) that sounding pipes and essential air vents are kept clear and are protected;
loading of a iv) that there are no open spaces in the stow;
timber deck v) that logs on the cargo sides are supported by at least two uprights;
cargo? vi) that hog wires are properly secured and tightened before they are covered by the next stow.
228 How would you go about • coils should be stowed across the ship, on stout dunnage, with their axis fore
stowing a cargo of steel coils? and 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 by
placing a coil to force those beneath it into a tighter stow. This coil is known
as a key, or locking coil. A key coil is most effective when placed at the
centre 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 the
top 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 the 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 are
needed.
• 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 takes
the 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 and
because it is difficult to lash pyramid coils.
229 In the bulk This is the greatest angle from the horizontal to which a substance can be raised without it
cargo trade shifting. Cargoes most liable to shift are those having a small angler of repose.
what is the Angle of repose of 35˚ is taken as being the dividing line for bulk cargoes of lesser or greater
angle of shifting hazard and cargoes having angles of repose of more or less than this figure are
repose? considered separately.

230 What is the purpose It:

of the highlights the dangers associated with the shipment of certain types of bulk cargoes;
INTERNATIONAL

gives guidance on various procedures which should be adopted;
MARITIME SOLID

lists typical products which are shipped in bulk;
BULK CARGOES

gives advice on their properties and how they should be handled; and
CODE (IMSBC describes various test procedures which should be employed to determine the
CODE)? characteristic cargo properties.
44
231 What are the (i) Natural fibre rope should be stoppered with
general rules natural fibre.
when stoppering (ii) Man made fibre rope should be stoppered
off moorings? with man made fibre stopper (but not
polyamide).
(iii) The `West Country' method (double and
reverse stoppering) is preferable for ropes.
(iv) Wire moorings should be stoppered with
chain, using two half hitches in the form of a
cow hitch, suitably spaced with the tail backed
up against the lay of wire, to ensure that the
chain neither jams nor opens up the lay of the
wire.
232 What is the The officer of the watch should ensure that the pre-planned loading procedure regarding
primary duty of quantities to be loaded in each space, the order of de-ballasting tanks and shifting the vessel
the OOW on under loading chutes is adhered to. The procedure will have been worked out, between the
deck when Chief Officer and the terminal operator, to keep stresses within acceptable limits and to finish
loading a cargo with a satisfactory weight distribution and trim. The officer of the watch should see that the
of iron ore in plan is followed, particularly at berths with only one loading chute, to avoid over-stressing the
bulk? ship. He or she has to keep an eagle eye open to ensure that no damage is occasioned to
the ship in the loading and especially the discharge process.
233 What are the 1. The rope should be carefully inspected, both internally and externally, before it is used.
handling Man-made fibre ropes show deterioration after excessive wear by a high degree of powdering
precautions between the strands.
around man- 2. Ropes should be kept out of direct sunlight. When not in use, they should be covered by
made fibre canvas or other shield, or, if the vessel is engaged on long sea passages, stowed away.
ropes? 3. When putting a splice in a synthetic fibre rope, use four full tucks, followed by two tapered
tucks (strands halved and quartered).The length of the protruding tails from the completed
splice should be left at least three rope diameters in length. Any tail ends of strands should be
sealed 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 about
winch barrels or capstans. Friction-generated heat should be avoided, and to this end no
more than three turns should be used on drums. Where whelped drums are being used, it
may be necessary to increase the number of turns so as to allow the rope to grip; if this is the
case, 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 about
 Personnel essential to the operation should as far as reasonably practicable be able to

both posts, before figure-eighting .
234 How do you
 Immediate action should be taken to reduce the load if signs of excessive strain appear in
ensure stand in a protected position.
personnel safety
at the mooring
 Wherever practical the person in charge should avoid getting involved with the physical
any part of the system.
station?
 Good communication must be maintained between all members of the mooring team.
operations, so that they can retain an effective oversight.
 Other persons who have no involvement with mooring should always be kept well clear of
 Where moorings are to be heaved on a drum end, one person should be stationed at
the area.
235 Explain the
safety the drum end.
45
precautions  For heavy moorings and large vessel operations, they should be backed up by a second
 The line must be tended at all times.

taken around a person backing and coiling down the slack.
hauling drum?
 In most circumstances up to three turns on the drum end are sufficient to undertake a
 A wire on a drum end should never be used as a check wire.

successful operation, and an excessive number of turns should be avoided.
 A wire should never be led across a fibre rope on a bollard.

 Wires and ropes should be kept in separate fairleads or bollards
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 on
236 How often
should cargo
 A annual thorough inspection would also take place annually by a ‗competent person‘,
lifting appliances every occasion they are used.
be inspected
and tested?
 In the case of lifting plant, derricks, cranes, shackles, wires, etc. the following test periods
namely the Chief Officer.
would be required:
a. after installation when new
b. following any major repair
c. at intervals of every 5 years.
 The chain register is the register in which data concerning a ship‘s lifting gear must be
237 What is a chain Chain register/cargo gear register:
register?
 The term ‗lifting gear‘ includes derricks and cranes for the handling of stores, and also
recorded.
lifting gear used in the engineroom, and it is important that all such items of equipment
 When the inspections have been carried out the register must be signed in the
should be properly tested, certified, marked and maintained.
 Registers are normally divided into four parts to deal with four different categories of
appropriate places.
 Quadrennial or quintennial examinations of lifting gear are carried out by competent

equipment.
persons such as surveyors from classification societies and foreman from marine
engineering works or drydocks, who will sign the chain register upon completion of their
 Every item of cargo gear must be of sufficient safe working load (SWL), and suitable
work. If several chain registers are carried, the surveyor must sign all of them.
238 What
 Every item of cargo gear must be marked with a unique identifying number.
information design.
appears in the
chain register?  There must be a certificate, in an approved form, for each item of cargo gear, identified by
 A system must exist to produce the certificate for any item of cargo gear promptly.
its unique number.
 Only certificated tested wires, blocks, hooks, swivels and shackles etc. should be used for
cargo handling and lifting operations.
239 How should the This inspection requires a detailed inspection to take place of all aspects – hydraulic,
mate‘s annual mechanical and electrical – of the lifting appliances. All wires would be visually inspected for
inspection of defects and the mousing on shackles would be sighted to be satisfactory. The ‗gooseneck‘ of
lifting appliances derricks and all the blocks would be stripped down and overhauled.
be done? Thorough inspections would detect corrosion, damage, hairline cracks and excessive wear
and tear. Once defects are found corrective action would be taken to ensure that the plant is
retained at 1OO% efficiency. These inspections would normally be carried out systematically
under the ship‘s planned maintenance schedule. This allows a permanent record to be
maintained and is evidence to present to an ISM Auditor.
Records and service history should be kept of equipment, of dates when and where it is
brought into use, its safe working load, any repairs, modifications, tests and examinations
carried out.
240 What is the safe working angle, between the two runners Runner wires have a safe working angle of 90° but
when derricks are rigged in union purchase rig? may carry out occasional lifts up to 120°.
241 A 5 ton SWL derrick is marked at the heel with a ‗U‘ represents the union purchase, safe working
‗U‘ - 1.6. What does this signify? load, in
46
this case U - 1.6 ton.

242 What marking would you expect to find on the binding of The safe working load and the certificate number.
a metal block?
243 What is the purpose of the heart inside The purpose of the heart to the wire, is to provide ‗flexibility‘
a flexible steel wire rope? and ‗lubrication‘.
245 What is the construction of a crane Crane wires have a multi-plat construction having non-rotational
wire? properties.
246 What is a A schooner guy is set to replace the crossed inboard guys of
‗schooner guy‘? two derricks when rigged in union purchase rig. Two derricks rigged in union purchase rig,
with 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 two
derricks within the rig.
247 What is the Running rigging is any wire or cordage which passes through a ‗block‘. In the case of steel
difference between wire ropes, running rigging would be of flexible construction.
‗standing rigging‘ Standing rigging, is generally steel wire rope, which does not pass
and ‗running over the sheave of a block. Its construction is 6x6, or 6x7 and is
rigging‘?
 In the event that 10% of the wires are broken in any 8 diameter lengths of the wire
employed for such items as stays or shrouds.
 When it is severely rusted

248 When is a steel
wire rope
condemned?  When it has been severely kinked
 If the cross-sectional area of the wire rope has been reduced by abrasive wear and if
 If a complete strand is fractured

the diameter decreases more than 7% of the nominal wire rope diameter
 If there are core or strand protrusion/distortion;

 If the wire has flattened portions.
249 Men are assigned to clean and paint the It would be expected to draw the fuses from the circuit box and
radar scanner tower. What precautions would place a notice on the Plan Position Indicator (PPI) screen to the
you take as OOW? (Assume that the vessel effect that maintenance was ongoing on the scanner to prevent
is in open water and clear visibility.) accidental switch on. The Master would also be informed
250 How could you Depending on the nature of the cargo parcels would depend on the type of separation that
separate similar could be employed. Clearly the best form of separation is to stow cargoes in alternative
cargoes but compartments. In the event that the loading plan does not permit this, paint, paper, dye
destined for mark, dunnage, burlap or nets can be used on a variety of general cargoes.
different Ports of
discharge?
251 How would you load bags of ‗Mail‘ and what Mail bags are treated as a ‗special cargo‘ and would be loaded
precautions would you take aboard a general by nets or in a container under the supervision of a Security
cargo vessel? 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 a A double sheet bend
boatswains chair to a gantline?
254 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 Involving
Dangerous Goods (MFAG) is supplementary to the ILO/IMO/WHO
International Medical Guide for Ships. MFAG consists of a flow chart which
47
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 the EmS contains procedures for the actions that can be taken if there is a fire or
IMDG used for? spill of dangerous goods. It contains general procedures applicable to an
entire substance class as well as procedures specific to certain products.
Examples of the information found in the specific "emergency schedules" are
necessary protective equipment and the types of extinguishing agents that can
be used to put out fires involving dangerous goods.
256 List the general fire 1. Keep combustible material away from ignition sources;
precautions that are observed 2. Protect a flammable substance by adequate packing;
under the practice of good 3. Reject damaged or leaking packages;
seamanship when loading 4. Stow packages protected from-accidental damage or heating;
dangerous goods. 5. Segregate packages from substances liable to start or spread fire;
6. Where appropriate and practicable, stow dangerous goods in an accessible
position 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; and
8. Lighting and power cables, and fittings should be maintained in good
condition.
9. Where a bulkhead is required to be suitable for segregation purposes,
cables and conduit penetrations of the decks and bulkheads should be
sealed against the passage of gas and vapours.
10. When stowing dangerous goods on deck, the position and design of
auxiliary machinery, electrical equipment and cable runs should be
considered in order to avoid sources of ignition.
257 What are the general • Every dangerous cargo shipment must be accompanied by a dangerous
precautions about the loading goods packing declaration.
of dangerous goods in • DG cargo with restricted/prohibited UN numbers shall not be accepted for
containers? shipment unless under special circumstance express permission is
obtained from the company.
• All DG containers must be checked for proper labeling.
• DG containers must be checked for condition prior loading and leaking or
damaged 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 / discharging
dangerous cargo shall be displayed.
• When handling/carrying dangerous cargo on board smoking shall strictly
not be allowed other than in designated smoking areas. Signs/placards
shall be appropriately displayed at gangway and on deck.
• Location and properties of dangerous cargo shall be considered when
carrying out any special work on board such as hot work etc.
• Other precautions shall be taken when handling dangerous cargo
shipments as warranted by good seamanship, SOLAS, MARPOL, IMDG
code, local and national regulations.
• Additional guidance for handling DG cargo is contained in IMDG Code
volumes 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 segregation If two substances or articles are considered mutually incompatible when their
when loading dangerous stowage together may result in undue hazards in case of leakage or spillage,
cargoes? or any other accident. Then they must be segregated in accordance with the
segregation table of the IMDG Code.
259 List the 4 types of segregation 1. ―Away from‖;
specifies in the IMDG Code. 2. ―Separated from‖;
List them in order of least 3. ―Separated by a complete compartment or hold from‖;
stringent to most stringent. 4. ―Separated longitudinally by an intervening complete compartment or hold
from‖.
48
260 What is the function of the The primary aim of the International Maritime Solid Bulk Cargoes (IMSBC)
IMSBC Code? Code is to facilitate the safe stowage and shipment of solid bulk cargoes by
providing information on the dangers associated with the shipment of certain
types of solid bulk cargoes and instructions on the procedures to be adopted
when the shipment of solid bulk cargoes is contemplated.
261 Must all ships comply with the All bulk carriers carrying solid bulk cargoes in general and dangerous solid bulk
IMSBC Code? cargoes in particular will be required to comply with the, irrespective of their
keel-laying date or gross tonnage.
262 What are the three groups of - Group A consist of the cargoes which may liquefy if shipped with moisture
cargoes covered by the content in excess of their transportable moisture limit.
IMSBC Code? - Group B consists of cargoes which possess a chemical hazard which could
give rise to a dangerous situation on a ship.
- Group C consists of cargoes which are not liable to liquefy (Group A) and
do not possess chemical hazards (Group B).
263 What is the purpose of the The BLU Code: The intention of the Code of Practice for the Safe Loading and
BLU Code? Unloading of Bulk Carriers is to provide guidance to masters of bulk carriers,
terminal operators and other parties concerned with the safe handling, loading
and 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 find It primarily covers the safety of ships loading and unloading solid bulk cargoes,
in the BLU Code? excluding grain, and reflects current issues, best practices and legislative
requirements. Broader safety and pollution issues, such as those covered by
the SOLAS, MARPOL and Load Line Conventions, are not specifically included
in 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 of It is a mandatory IMO Code.
Bulk Carriers (the BLU Code) mandatory?
266 Is the Code of The Maritime Occupational Safety Regulations, 1994 makes it obligatory that seafarer‘s
Safe Working the onboard South African flagged cargo and passenger ships comply with the requirements of
Practices for the Code of Safe Working Practices for Merchant Seamen published by Her Majesty's
Merchant Seamen Stationery Office (UK). These are in turn are very detailed and cover, most if not nearly all
 Commitment at all levels

mandatory? the risks seafarers can be exposed to.
 Safety and health are treated as an investment not a cost

267 What factures
influence a safety
culture?  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 the In using a permit to work, the following principles apply:
principles that (a) The permit should be relevant and as accurate as possible. It should state the location
apply to the issue and details of the work to be done, the nature and results of any preliminary tests
of a work permit? undertaken, the measures undertaken to make the job safe and the safeguards that
need 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 measures
specified as necessary have in fact been taken.
(e) The authorising officer retains responsibility for the work until he has either cancelled
the permit or formally transferred it to another authorised person who should be made
49
fully conversant with the situation. Anyone who takes over, either as a matter of routine
or in an emergency, from the authorising officer, should sign the permit to indicate
transfer of full responsibility.
(f) The person responsible for carrying out the specified work should countersign the
permit 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 the
permit cancelled.
(h) The person carrying out the specified work should not be the same person as the
authorising officer.
269 What are the A permit-to-work will:
conditions that — set out the work to be done, the location and the precautions to be taken;
apply to the issue — predetermine safe methods of work;
of a work permit — provide a clear record that all foreseeable risks have been considered;
for enclosed space — define the precautions to be taken and their sequence;
entry? — provide written authority for the confined space to be entered and the work to start and
 A standby person should be assigned to remain on the outside of the confined space
the time when the work must cease.
270 What are the
precautions that and be in constant contact (visual or two-way voice communication e.g. walkie-talkie)
 Routines for communication intervals with the team should be established.

go with the work with the team inside.
permit for
enclosed space  The standby person:
entry? — should not have any other duties than to serve as standby and know who should be
notified in case of emergency;
— should never leave his post even after help has arrived and is a key communication
link to others onboard;
— should be able to communicate sufficiently in a relevant common language.
 Communication between watch personnel (Bridge, Cargo Control Room or Engine
 There should be with the standby man:

Control Room) and standby person should be established.
- A SCBA;
- Rescue line;
- Torch; and
 Personnel who have to enter the tank to affect a rescue must be able to enter the tank
- Stretcher.
 Rescuers must be trained in and follow established emergency procedures and use
wearing a SCBA.
appropriate equipment and techniques (such as lifelines, respiratory protection, standby
 Emergency and evacuation procedures should be agreed and understood by all parties
persons).
 Steps for safe rescue should be included in all confined space entry procedures.
involved in a potential rescue operation.
 Rescue should be well planned and evidence should be made available that indicates
drills have been frequently conducted on emergency procedures.
 Cargo spaces
271 List some The definition includes, but is not limited to, the following compartments:
 Double bottoms
enclosed spaces
found onboard
ship?  Fuel tanks
 Ballast tanks
 Cargo pump-rooms
 Cargo compressor rooms
 Cofferdams
 Chain lockers
 Void spaces
 Duct keels
 Inter-barrier spaces
 Boilers
50
 Engine crankcases
 Engine scavenge air receivers
 Sewage tanks
272 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 PROCEDURES

1 Preparations for getting underway
(a) Demonstrate knowledge of testing of bridge equipment including ensuring that all nautical
publications 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 and
securing of such fittings
(d) Reasons why all water and weather tight doors are closed and secured especially on Ro-Ro
vessels 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 and
demonstrate 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 to
monitor 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 including
 watch arrangements especially in respect of lookouts

the following:
 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 and
cargo related matters
4 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 the
International Shore Connection
(c) describe taking over a watch in drydock and entries in the logbook
273 Who is responsible for The owner and the Master. It is expressly stated in the Merchant Shipping Act 57
ensuring the seaworthiness of of 1951
51
the ship?
274 What is the ICS bridge guide? This is an International Chamber of Shipping Guideline putting forward best
practices and recommendations for the safe management of the bridge in the
navigation of the vessel. It is based on the STCW standards for keeping a proper
watch.
275 Under which (a) In the event of visibility dropping below 4 miles (company policy may be more or less than this
circumstances figure).
do you as the (b) If traffic was causing concern effecting the safe passage of the vessel.
watch keeper (c) In the event of failure of any of the ship‘s navigational
call the equipment.
master? (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 the
course.
(h) If a scheduled position is unattainable or suspect.
(i) In the event that the man management of watch keepers
becomes untenable.
(j) In the event of heavy weather or on receipt of a bad weather
forecast.
(k) On sighting ice, or receiving an ice warning of ice being
reported 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, imminent
contact or contact with a submerged object.
(o) If the vessel drags anchor.
276 List the I would expect to follow any company policy and include the following:
procedure on (a) Appraise the relieving Officer of the ship‘s course, gyro and magnetic headings, highlighting
handing over any compass or gyro errors.
the watch (b) Provide the relieving Officer with the current updated position of the vessel and indicate the
position respective to the chart.
(c) Draw attention to any visible shipping traffic and provide details as to the current actions and
intentions effecting relevant targets.
(d) Appraise the watch Officer of the current weather patterns and advise on the past and present
state 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 attention
drawn 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 well
as the Master, as they occur).
(j) The OOW would be appraised of all the operational instruments as to their performance. Radar
specifics 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 period
that 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 the
relieving Officer. Having let the incoming Officer adjust his eyes to the light and visibility conditions
I would note any adverse feelings, that may be affecting the relieving Officer which may have been
caused by sickness, overtiredness, drugs or alcohol. (In such an event where an officer felt that
the relieving
Officer was not in a fit state to carry out normal watchkeeping duties hewould be expected to
inform the Master of his doubts.)
52
277 After completing the 8–12 Having handed over the watch, I would complete writing up the Deck Log Book,
night watch at sea and and sign the book as a true record of events. I would proceed below decks and
handing over to the 2nd carry out ‗ships rounds‘ and security checks, inspecting all accommodation
Officer, what would be your alleyways, storage and domestic spaces.
actions?
278 List the Check the course on the chart
procedure on Compare the course with that being steered
taking over Check targets around the ship for threats
the watch Confirm the position on the chart
Check the lookout
Check the instruments
Check the engine settings
Read the night order book, navigation warnings and weather reports
List the duties  Ensure master is informed that vessel is approaching the port
Take note of crew working on deck
 Test the steering gear and the engine controls

279
of the OOW
prior to  Switch on echo sounder and check its accuracy.
approaching  Ensure the charts are available for the approach to port and courses are laid off in consultation
or entering
 Confirm position on chart before handing overt to the master
with the master
port
 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 ashore
List the duties  See that no unauthorized persons come on board.
 Anybody coming onboard to work must wear protective gear
280
of the officer
of the watch in  Check mooring ropes for any chafing, or stretching or adjusting as draft changes
port  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 action Follow the Master‘s standing orders (or company‘s procedures) which should cover at least the
 Inform the master

as the OOW following:
 Place the engine room on standby. If necessary reduce speed

do you take
when your
vessel is  Post extra lookouts
approaching a  Go onto hand steering
fog bank?  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 logbook
282 List the duties The officer of the navigational watch shall:
of the officer • keep the watch on the bridge
of the watch • 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
53
Master on the bridge until informed specifically that the Master has assumed the con and this is
mutually 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 pilot
on 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 the
Master arrives
• not undertake any other duties that would interfere or compromise the keeping of a safe
navigational 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 vessel
is in hand steering
• keep in mind that the perceptions of watchkeeping officers on different types and sizes of
vessels may vary considerably when assessing a close quarter situation and the time in which
avoiding action should be taken
• keep a proper record during the watch on the movement and activities relating to the navigation
of the vessel
• station a person to steer the vessel and to put the steering into manual control in good time to
allow any potentially hazardous situation to be dealt with in a safe manner. Officers are further
reminded that when the vessel is in automatic steering it is highly dangerous to allow a situation
to develop to the point where the OOW is without assistance and has to break the continuity of
the look-out in order to take emergency action
• use the radar at all times in areas of high traffic density and whenever restricted visibility is
encountered or expected and shall have due regard to its limitations. Radar should be available
for use at all times to enable the officers to use the equipment in clear weather so as to fully
appreciate 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 follows
the planned track
• take fixes at frequent intervals. These fixes shall be carried out by more than one method
whenever circumstances allow. The largest scale chart on board, suitable for the area and
corrected with the latest available information shall be used. This includes local navigation
warnings, 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 ship
282 What factors • visibility, state of weather and sea;
must be taken • traffic density, and other activities occurring in the area in which the ship is navigating;
into account • the attention necessary when navigating in or near traffic separation schemes or other routeing
when deciding measures;
on the • the additional workload caused by the nature of the ship's functions, immediate operating
composition of requirements and anticipated manoeuvres;
the • the fitness for duty of any crew members on call who are assigned as members of the watch;
navigational • knowledge of and confidence in the professional competence of the ship's officers and crew;
watch? • 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 when
necessary;
• 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 the
watch from detecting by sight or hearing any external development;
54
• any other relevant standard, procedure or guidance relating to watchkeeping arrangements and
fitness for duty.
283 When and Under the STCW Code, the OOW may be the sole look-out in daylight conditions (see section
under which 3.2.1.1) provided that.
conditions • clear guidance must be given in the shipboard operational procedures manual,
may the OOW • must be supported by the master's standing orders as appropriate, and covering as a
be the sole minimum:
look-out? - 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 each
occasion, 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 to
maintain 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 their
movements, 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 a • All ship's personnel who have bridge navigational watch duties will be part of the bridge team.
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 the
OOW, a helmsman and look-out(s) as required.
• It is important that the bridge team works together closely, both within a particular watch and
across watches, since decisions made on one watch may have an impact on another watch.
285 What is the • When the master arrives in the bridge, his decision to take over control of the bridge from the
relationship OOW must be clear and unambiguous.
between the • The bridge team should have a clear understanding of the information that should be routinely
bridge team reported to the master, of the requirements to keep the master fully informed, and of the
and the circumstances under which the master should be called.
master? • It should be clearly established in the company's safety management system that the master
has the overriding authority and responsibility to make decisions with respect to safety and
pollution prevention.
• The master should not be constrained by a shipowner or charterer from taking any decision
which in his professional judgement, is necessary for safe navigation, in particular in severe
weather and in heavy seas.
286 What would • a clear statement that safety of life and safety of the ship take precedence over all other
you expect to considerations;
find in the • allocation of bridge watchkeeping duties and responsibilities for navigational procedures;
company‘s • procedures for voyage planning and execution;
standing • chart and nautical publication correction procedures;
orders • procedures to ensure that all essential navigation equipment and main and auxiliary machinery
regarding the are available and fully operational;
safe • advice concerning emergency responses;
navigation of • ship position reporting procedures;
the ship? • 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 Master's standing orders would be written to reflect the master's own
standing orders (or particular requirements and circumstances particular to the ship, her trade and the
instructions)? experience of the bridge team employed at that point in time.
Standing orders and instructions should operate without conflict within the ship's
safety management system.
55
Standing orders should be read by all officers before the commencement of the
voyage and signed accordingly. A copy of the orders should be available on the
 At least once a watch

bridge for reference.
 After a major course alteration

288 As the OOW, how often would
you be expected to take an
azimuth/amplitude to check on  When under pilotage if transits are available
the compass deviation obtain  If there was any concern about the compass or gyro accuracy or reliability
a compass error?
289 Why is important to calculate These observations are important, not only for safe navigation, but also to assist
and record the deviation on a the compass adjuster in making an accurate analysis of the causes of deviation,
regular or daily basis? should the compass require adjustment.
290 What is the maximum When a new vessel is commissioned, compass deviation on any heading should
allowable deviation? be no more than 3°. Thereafter, deviation on any heading should be 5° or less.
291 When Action upon the Masters orders and the company ISM check list about 1 hour before arrival at the
 Inform the Master of our ETA

preparing to pilot station would require that I:
 Place engineroom on standby.

pick up the
pilot, explain
your duties as  Get the extra necessary watchkeepers out of bed.
officer of the  Identify the ship with the pilot station and give ETA
watch  Establish the requirements:
- for which side to board
- pilot ladder height clear of the water
- pilot boarding position
 Keep ship on track.

- local weather conditions
 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 throughout
 When Master takes the conn, establish bridge team procedure

the approach.
292 List the duties When the pilot is on board a ship, he will temporarily join the bridge team and should be supported
of the OOW accordingly. Despite the fact that the pilot is conning the ship, I am the Master‘s representative
when there is during his absence. (Courses to Pilots advice and Masters orders).
a pilot on I am expected to:
board conning • maintain an effective lookout at all times and keep the Master and Pilot informed of any
the ship? thing that comes to my attention;
• monitor the ship‘s position ensuring that she proceeds along the pre-planned track or
buoyed route (indirectly monitor the under keel clearance at all times the vessel is en
route;
• 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 any
instrumentation defects and
• at any time I feel things are not correct or going according to plan, bring my doubts to the
attention of the Pilot.
 Take a bearing of the flare before it extinguishes

Maintain the logbooks.
 Call the Master

293 While on
watch you
sight a red  Note the time
flare on the  Fix the vessel‘s position
56
 Scour the radar screen looking for a target or a SART signal in the direction of the flare
 Place the engine room on standby
port bow.
What do you
do?  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 Master
294 When on watch at sea, what Assuming that the vessels position was between 5° and 35° latitude N/S of the
specific signs indicate the equator and that it was the seasonal period for tropical revolving storm (TRS),
possible presence of a tropical I would look for the following indications:
revolving storm in the area? (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.
What positive evidence would (c) A change of direction in the ‗trade wind‘.
you take into account to show (d) High Cirrus cloud leading off in the direction of the storm.
this is so in the absence of (e) An ugly threatening sky with black Cumulonimbus or Nimbostratus cloud
radio information? formation
295 While working cargo in port It would be prudent to stop all cargo work operations and remove all unnecessary
the fire alarm is activated. Personnel from the ship, e.g. stevedores. I would instruct the ship‘s foreman to
What would you do as the check his men are clear of the vessel by head count and report back to the Chief
Duty Cargo officer at the time? Officer that his men are clear and in safety. It would then be expected that the
Cargo Officer would report to his designated fire muster station.
296 About to leave port, the As the OOW in the bridge I am to instruct the officers standing by fore and aft to
master instructs you to have single up. This means that they will bring all the mooring lines except for a head
fore and aft ―single up‖. What line, stern line and back springs fore and aft. This is in preparation for letting go
is this and why would he ask and the ship departing the berth.
you to do this?
297 What test According to SOLAS:
must be Within 12 hours before departure, the ship's steering gear shall be checked and tested by the
carried out on ship's crew. The test procedure shall include, where applicable, the operation of the following:
the steering .1 the main steering gear;
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 often
Emergency steering drills shall take place at least once every three months in order to practice
must the
emergency emergency steering procedures. These drills shall include direct control within the steering
steering gear gear compartment, the communications procedure with the navigation bridge, the alignment
be checked? of 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 shall
be recorded.
299 When a. Has a passage plan for the intended voyage been prepared?
preparing for b. Has the following equipment been checked and found ready for use?
sea what must - anchors
be tested and - bridge movement book/course and engine movement recorder
made ready - echo sounder
and available? - electronic navigational position-fixing systems
- gyro/magnetic compass and repeaters
- passage plan entered into integrated bridge system
- radar(s)
- required AIS data inputs made, speed/distance recorder
57
- clocks
c. 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 fitted
- controllable pitch propeller controls and indicators, if fitted
communications facilities, including
- bridge to engine room/mooring station communications
- portable radios
- VHF radio communications with port authority
- navigation 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 arrangements
d. 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 steps a. In preparing the passage for arrival
must be taken b. Has the passage plan been updated following receipt of the Shore-to-ShipPilot/Master
when Exchange form and all latest navigational warnings
preparing for c. Has the ETA been sent with all relevant information required by local regulations
arrival at a d. Is it necessary to rearrange cargo/ballast?
port? 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 fitted
f. Has the steering gear been tested, and has manual steering been engaged in sufficient time
for 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) been
noted and a radio check carried out?
j. Has the port been made fully aware of any special berthing requirements that the ship may
have?
301 What checks a. Immediately on arrival on the bridge, has the pilot been informed of the ship’s heading,
have to be speed, engine setting and draught?
carried out b. Has the pilot been informed of the location of lifesaving appliances provided on board
after pilot for his use?
embarkation? c. Have details of the proposed passage plan been discussed with the pilot and agreed
with the master, including:
- radio communications and reporting requirements
- bridge watch and crew stand-by arrangements
58
- deployment and use of tugs

- berthing/anchoring arrangements
- expected traffic during transit
- pilot change-over arrangements, if any
- fender requirements
d. Has a completed Pilot Card been handed to the pilot and has the pilot been referred to
the Wheelhouse Poster?
e. Have the responsibilities within the bridge team for the pilotage been defined and are
they clearly understood?
f. Has the language to be used on the bridge between the ship, the pilot and the shore
been agreed?
g. Is the progress of the ship and the execution of orders being monitored by the master
and 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?
What are the particular duties Observe all vessels
302 of Officer of the Watch (OOW) Ascertain the risk of collision
regarding the look-out rule? Keep an eye on his own ship
Verify nautical instruments
Check the course (especially with auto pilot)
Be particularly vigilant when:
Meeting a vessel end on
Overtaking another vessel
303 What is the purpose of the To report:
lookout - any light
- any vessel
- any floating object
- any sound signal (especially in restricted visibility)
- anything abnormal that comes to his attention
Keep an eye on the OOW, ensuring that he does not fall asleep
304 What is a ship Ship reporting systems are organisations like Automated Mutual Vessel Reporting (AMVER),
reporting Australian Ship Reporting system (AUSREP), INSPIRES, JASREP, etc. They can be voluntary
system and position reporting schemes like AMVER or compulsory reporting schemes like AUSREP, for
what is its vessels entering Australian waters. It allows the organisation to monitor ship‘s positions during the
function? ocean voyages and provides mutual assistance in the event of a marine emergency.
305 While on watch at sea in the North Atlantic The positions of the icebergs would be plotted onto the navigation
you receive an iceberg warning from the chart along with the ship‘s current position. The ship‘s Master
International Ice Patrol providing iceberg would be informed of the report and made aware of the proximity of
the danger to the ship‘s position
 Weather information in 4 hourly intervals or more regularly if required
positions. What would you do?
 Name of the officer of the watch

306 What entries are
made in the deck
logbook  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 tugs
Where will you obtain  The coastal radio stations as advertised in the list of lights and radio signals
 The internet
307
weather forecasts
 From specific weather providers such as routing agencies
59
 Other ships at sea

 Navigation warnings
 Weather reports
308 What is Maritime Safety Information (MSI)
made up of?
 Urgency messages
 Distress messages
 Modes of transmission such as VHF, HF, EGC or Navtex

309 Where you find the information needed for the receipt of MSI? The list of lights and radio signals.
in the ―List of Lights and Radio  Frequencies for transmission

310 What information is available
Signals‖ for the receipt of MSI  Times of transmission

 Exactly what will be transmitted at the relevant times
311 What  Names, details, characteristics and identification information of all the navigational lights found
 Names, details and identification characteristics of Racons found on the SA and Namibian
information on the SA and Namibian coasts.
is found in
the SA List
 General information on navigational warnings.
coasts.
of Lights
and Radio  Port control communications.
Signals?  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 What  A general description of the definitions and datum‘s used for tidal predictions in the RSA and
 Tide tables (HW and LW with the times) in the ports of Namibia and SA.
information Namibia.
is found in
the SA Tide  Hourly prediction tables for the ports of Namibia and SA.
Tables?  Tables of sunrise, sunset, moon rise and moonset.
313 In a nautical mile:
1.How many meters are there 1. 1852 meters
2.How many feet
3. How many cables and 2. 6080 feet
4. how many meters in a 3. 10 cables
 370m.
cable 4 185.2 meters
314 If your vessels speed is 12
knots, how many meters does 60 min = 12 miles
it cover in 1 minute (Do not 1 min = 12/60 miles
use a calculator.) = 0.2 miles
= 2 cables
= 2 x 185.2m
What information is found in a  Temporary, preliminary and permanent amendments to charts and
= 370m is a good enough answer.
315
Mariners and how often is this  A list of Navarea and Coastal navigation warnings in force and those
South African Notice to publications published by the Hydrographer of the SAN.
notice published?
 A detailed form on how to make a report to the hydrographer regarding a note
cancelled.
of importance for insertion in the nautical publications

Published monthly in the Republic.
 Ink in the permanent notices affecting charts in your vessel‘s chart folios
316 How often are United Kingdom Notice to Mariners published? Weekly
 Pencil in temporary notices affecting charts in your vessel‘s chart folios

317 What do you do with the
information in a permanent or
 It is an annual consolidation of notices of general safety information effecting the seafarer

temporary notice?
 The general notices cover such matters as SAR, Subsunk, Navareas, Composition of
318 What is the
annual notice to
mariners and
 It is notice number 1 for the year
navigation warnings, how to report a shipping threat, routing information, etc.
what information
60

does it contain?

319 Who can The master of a ship
generate a

A harbour master
navigation

The Hydrographer of the Navy
warning?

The maritime authority
Any person responsible for an operation at sea or on the shore which can or does affect safety
at sea.
 The latest updated charts covering the intended voyage
publications required onboard  Chart reference catalogue
320 List the navigation
a SA cargo ship on  List of lights for the area the ship is operating in
international voyages  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;

 Operating and maintenance instructions for navigational aids carried by the
Navigation tables;
ship.
321 Under the UK MCA Marine • The Merchant Shipping Notices (MSNs)
Notice system, what are the • The Marine Guidance Notices (MGNs)
three types of marine notices? • The Marine Information Notices (MINs).
 Date of publishing along the bottom border
 Date of printing also along the bottom border
322 How would you ascertain the
reliability of the navigation
chart?  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 and
chart correction log.
323 When acting The candidate must emphasize that the safety of personnel engaged on the mooring deck is his or
as the officer her prime concern. He or she must pay particular attention to effective communications to and from
in charge of the mooring station/wheelhouse and proper and effective communication amongst the mooring
the after crew. He or she would carry out an inspection check ensuring that:
mooring - the winches were checked by running;
station, what - heaving lines were in place;
would be - chain and rope stoppers were in place,
your main - ropes and wires properly flaked out, inspected and so laid out to be ready for running with
concerns and no kinking;
priorities? - 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 to
be sent ashore or heaved in so as to keep the propeller clear; and an eye must be kept on ropes
being run or heaved to prevent slack gathering on the water which could foul the propeller.
324 When taking Instructions from the bridge would dictate the position the tug is to be made fast and in some
a docking instances, the method of securing the tug wire. In general the ship would pass a heaving line
tug, how followed by a messenger rope. The wire is hauled onboard through the correct fairlead using the
would you messenger. It is passed around the bitts and hauled inboard until there is sufficient wire on deck to
secure the secure it to the bitts using a wire stopper and a figure of eight turns on the bitts. The eye is kept
tug‘s wire clear of the bitts. In some cases the instruction would be to secure the eye around the bitts. The
towline? eye is then placed around the bitts furthest from the fairlead and led round the bitts nearest the
fairlead. 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 is
released and the weight taken on the bitts when the ―figure of eights‖ have been lightly lashed on
the last turn.
325 How would - Approach other vessel on his windward side, making a lee for your boat.
you go about - Stop a ships length off
transferring - Lower your boat on the lee side.
an injured - Consider lowering the boat with injured crewman in the boat. He might be stretcher borne.
crewman to - Place injured person into the boat which can now run down wind to the other vessel.
another ship - Ensure boat is under the command of an experienced officer.
with a rescue - Maintain portable radio contact with boat
boat? - Meanwhile go around to the other vessel‘s leeward side so that your boat can run with the wind
 Approach other vessel on his windward side, making a lee for your raft
back to your ship in the lee of the other vessel
 Attach two long painters to the liferaft

326 How would
you go about
transferring  Place the injured crewman in the raft
an injured  Transfer a line to the other vessel whose crew will pull the raft to their vessel
crewman to  After the person is transferred the raft can now be pulled safely back to your vessel and lifted
another ship
 Do not deflate raft. Launch and recover down the ramp, or at lowest freeboard
on board
with a
liferaft?
327 What is the length of a shackle A shackle (or shot) is 15 fathoms (90 feet), or 27.5m
of anchor cable?
328 What are the parts of a
‗stockless anchor‘?
329 How are shackle lengths joined The most popular method of joining anchor cable
together? shackles is by the use of ‗Kenter Lugless‘ joining
shackles‘ alternatively ‗D‘ lugged joining shackles may
be used
330 What type of braking system, There are several types of braking systems commercially available but probably
do you find on the ship‘s the most widely used is the ‗band brake‘. Alternative system would be a ‗disc
windlass? brake‘
331 How is the The last link of the last shackle is usually an open link which is held in check by a through, draw
‗bitter end‘ of bolt, in a bracket or clench, quick release arrangement.
the anchor Securing the Bitter End. Current regulations require that the chain cable can be slipped from a
cable position external to the cable locker. The bitter end attachment being achieved by an easily
secured removed draw bolt system or similar arrangement.
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inside the
chain locker
332 How would you break a Kenter, To break a Kenter joining shackle, ‗punch and drift‘ the ‗spile pin‘. Movement of
Lugless joining shackle? the spile pin will push out the ‗lead pellet‘. Once the spile pin is removed, knock
out the centre stud then separate the two shackle halves by hammer blows to
the side of the link.
333 What prevents the spile pin Once the tapered spile pin has been inserted into the shackle, a lead mould
from accidentally falling out of pellet is forced into the ‗dove tail chamber‘, a space above the top of the pin.
the joining shackle with the This shaped cavity prevents the lead from dropping out, while at the same time
vibration caused in the cable retaining the spile pin
when operating anchors and
cables?
334 What and where is the ‗snug‘ on The snug is the recess found on the gypsy of the windlass or cable holder – that
a windlass? holding position where the individual links drop into onto the gypsy
335 How would you remark the The joining shackle between each shot (cable) of chain is painted red. A number
chain? of links on each side of the joining shackle corresponding to the number of shots
is painted white. The last link painted white has seizing wire bound around the
When in Dry Dock, it is decided stud. The last length of chain is painted yellow to serve as a warning that the
to ‗end for end‘ the anchor end of the chain is approaching and the bitter end is almost there.
cables. Once this operation is
completed, what action must
now be carried out before the
cables are returned to the chain
lockers?
336 What is the advantage of Use of two anchors is used where weather is causing problems and a second
mooring using two anchors as anchor is employed usually to prevent the vessel from dragging her single
opposed to a single anchor? anchor. Where a designated moor is used, like a ‗running moor‘, two anchors are
employed to reduce the circle of swing.
337 Where would you find the The ganger length is the term given to the few additional links found between
‗ganger length‘ on an anchor the Anchor Crown ‗D‘ Shackle and the first (1st) joining shackle. The ganger
cable? length may or may not have a swivel piece within it.
338 How would Once the brake has been turned on, it can be tested by the following methods:
you test the (a)Having walked the anchor clear, reverse the movement of the windlass and turn the gear plates
brake on the back to provide a small space between them. Turn off the power and watch to see if the gear plates
windlass? close up on themselves. If the gear plates remain stationary and the ‗gap‘ does not close the brake
is effective.
63
(b)Alternative method would be to put the brake on and provide a burst of power to the chain
movement. Provided the anchor chain does not move forward, it will be observed that the windless
bed shudders under the stationary weight. The brake can be considered as being effective. (This is
not the best method as over time it could strain the securing of the windlass bed.)
339 Where would you expect to find If the cable contains a swivel piece this would normally be found next to the
a swivel link in the anchor Anchor Crown ‗D‘ shackle set into the ganger length before the first joining
cable? shackle of the cable.
340 Name two There are two popular types of bow stopper employed. These are the ‗Guillotine Bar‘ type and the
types of bow ‗Compressor‘ type. Tanker and offshore vessels often employ an auto-kick down (AKD) type
stoppers for stopper, which is counter weighted to wedge against the links of the chain.
the anchor
chain?
 Depth of water — at least 4 times depth of water

341 When anchoring how much Depends on
 How long you intend to stay at anchor

cable would you use?
 Nature of holding ground – Mud sand or shells. Never anchor over a rock or a
 Strength of the tide

rocky bottom
 Weather conditions. Wind direction and force, Swell height.

 How much sea room you have.
 Apply the winch brake
 Order power on deck
342 How would you prepare
the anchor for letting go?
 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 hoist
343 How does the It is the amount of anchor chain that effectively keeps the ship securely anchored in one position.
anchor It is not just the weight or size of the anchor itself. When anchoring the ship it is the aim to lay a
system keep substantial length of cable in a line on the seabed and not just lay it in a heap. This action provides
the ship in a horizontal pull on the anchor to drive the flukes into the holding ground. A short length of cable
one position? would have the tendency to pull the anchor upwards and cause the anchor or ―break out‖.
344 Why should the anchor be In the event of an emergency, such as engine or steering failure the anchor can be used to
prepared for letting go bring the ship to a hasty halt.
when entering or leaving
port
345 How Firstly the anchors are to be kept ready for use in an emergency and are only secured for a sea
would you passage when the master is satisfied that the ship is clear of any threats that could be brought about
secure the by engine failure in the confines of the port and its approaches. Once the master orders secure the
anchors, anchors, they are heaved ―home‖ or checked that they are home. Next the windlass brakes are firmly
when the applied. The bow stoppers are secured and the hawse pipe covers are set in position. Next the devil‘s
vessel is claws are hooked into the chains and the turn buckles are tightened to take up slack in the claws.
about to Additional lashings can be passed through the chain links and tightened. A belt and braces
proceed arrangement. Finally the windlass is taken out of gear and the spurling pipes are sealed.
to sea?
346 List ―good‖ and ―bad‖ Good holding ground:

holding ground. - Mud or clay
Bad holding ground:
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- Ooze, marsh, soft sand, rock, pebble.
347 How is the The last link of the last shackle of chain is an open link which is held in a quick release
―bitter end‖ of arrangement which consists of a through draw bolt in a bracket or clench fitted into the wall of
the anchor the chain locker. The through bolt can be cleared from outside the chain locker. The area
cable secured around the bracket or clench is strengthened to accommodate the chain being accidentally run
inside the chain out to the bitter end.
locker?
348 How do you By watching the cable after applying the brake once the required scope has been played out. If
know, after letting the cable rises up, to long stay and then bows, to form a ‗catenary‘, then rises again. This cable
go the anchor, movement is an indication that the vessel is riding to her anchor not dragging her anchor. If the
when the vessel cable stays taught all the time it may be assumed that the anchor is dragging under the tension
is brought up?
349 How would you normally Normal practice would be to use a manual ‗hand pump‘ operation. The reason for this
pump out the chain locker, is that the construction Regulations only allow the ‗collision bulkhead‘ to be pieced
aboard a general cargo once and this is usually assigned to the fore peak tank because of its regular use, the
vessel? chain locker being traditionally positioned forward of this bulkhead.
Note: Deep draft vessels would usually employ an educator process
350 How would you measure Measure the diameter in millimeters of the bar that the link is manufactured from, by
the size of anchor cable? use of ‗external calipers‘.
351 When weighing Once the anchor clears the bottom the up and down chain will fall back towards the hawse pipe
anchor, when and hang directly up and down under the pipe. The anchor is no longer attached to the seabed
would you and the anchor is aweigh and the ship is ―underway‖. However, the prudent ship‘s officer will wait
inform the a while until he or she can see the anchor and he or she can confirm it is clear and has not being
bridge that the fouled. He or she will indicate to the bridge that the anchor is aweigh
anchor is
―aweigh‖.
352 What is the Short stay is a term used to express a short amount of visible cable at a steep angle from the
difference hawse pipe to the water surface. Whereas long stay is a term which describes where the cable is
between ‗short in a more horizontal direction towards being parallel to the surface of the water. The cable is said
stay‘ and ‗long to ‗grow‘ from a shorter stay to a long stay aspect
stay‘?
 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 cross
353 How is
an
anchor
 Engines to kept on instant readiness.
bearings, GPS position, radar range and bearing, or echo sounder
watch
kept?  If you suspect the vessel is dragging hr anchor, feel anchor the anchor cable for vibrations or
 Ensure proper anchor signals displayed by day and night. In reduced visibility use the bell or horn
jumping
 Keep a look out for small vessels, and robbers/stowaways boarding

signal
 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]
 Obey company and master‘s standing and night orders.
354 What is the difference The fouled anchor is the description given to when the anchor itself is fouled by some
between a ‗fouled object like a cast off fishing wire, or even by its own cable turned around the fluke. A
anchor‘ and a ‗fouled fouled hawse occurs when the vessel has moored with two anchors and ship‘s anchor
hawse‘? cables have become entwined, usually caused by a change in the wind direction, causing
the vessel to swing in opposition to the lay of cables.
355 While acting as OOW If excessive yawing is taking place there is a danger that the anchor will be broken out of
aboard a vessel riding the ground allowing the vessel to subsequently drag her anchor. The OOW would be
to a single anchor, expected to inform the Master of the vessels movement and he would probably order
you observe that the more cable to be laid. The position and the weather conditions should be tightly monitored
65
vessel is yawing and the state of any tidal stream should be checked.
excessively from side
to side. What are the
dangers of this and
what action would be
expected?
356 As the 1 Handrails – These should adequately fence off the ladder and be kept at 1m in height. If these are
respons made of rope they must be monitored and kept taut at all times.
ible 2 Steps and Platforms – Must be kept clear of oil and debris. If a bottom platform is fitted on the
officer gangway, this must be kept horizontal and have stanchions fitted to enable the safety rope to continue
what through them.
would 3 Illumination – The access area of the vessel, the total length of the gangway and the quayside is to be
you kept adequately lit to ensure safe transit.
require 4 Lifebuoy – This must be fitted with a separate safety line attached to a quoit or similar device and a self
to be in igniting light. This must be positioned on the vessel at the top of the access point.
place 5 Safety Net – If it is applicable and practicable a safety net is to be fitted under every part of the access
when ladder or gangway extending on both sides and kept taut. The net must not be secured to any fixed
the point on the quay.
crew rig 6 Watchman – Even if it is not applicable under local regulations for some vessels to comply with the
the ISPS Code, it must be borne in mind that it is good practice to have a member of the vessel‘s crew
gangwa permanently stationed at the gangway for safety purposes.
y 7 Bulwark Ladder – These should be utilised when the top of the gangway or portable ladder rests or is
level with the bulwark. It should be securely attached to the vessel to prevent movement and must be
equipped with 2 rigidly secured handrails / stanchions.
8 Fire Plan – This is placed in the vicinity of the gangway
9. Signage highlighting the maximum number of persons on the gangway at one time and the good
practice of not carrying too much whilst on the gangway. This enables the person to leave a hand free to
hold onto the handrail.
In addition, prevailing circumstances e.g. weather and events, which may create temporary tripping
hazards must be taken into account and highlighted as necessary.
357 What should be - That it is safe to use.
regularly inspected on - Cleanliness.
a gangway in use - Defects, including physical damage.
- That it is free to move.
- That it is not going to get caught by a rising or falling tide
358 How is a - All boarding equipment should be maintained and checked at regular intervals designated by a
gangway planned maintenance programme.
maintained - Any faults which are noted on the equipment must be dealt with immediately and in a fully
approved 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 is The Fire Plan which contains information that may be useful in an emergency e.g. cargo
available in the fire stowage plan, stability details, crew list, General Arrangement plan and a plan highlighting
wallet at the gangway the location of vessel‘s safety equipment etc ...
head
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360 What is the Even if it is not applicable under local regulations for some vessels to comply with the ISPS Code,
function of the it must be borne in mind that it is good practice to have a member of the vessel‘s crew
watchman on permanently stationed at the gangway for safety purposes.
the gangway They will be able to assist persons transiting the gangway as required and to monitor any
dangerous practices.
He or she is the first point of contact on the vessel for the boarding person. If a vessel is
alongside a berth affected by tidal conditions, constant reassessment of the situation should be
carried 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 is Stowaways can cause the following problems:
important to • inter-personal problems, especially for the master, the crew and the stowaways on board,
conduct a • legal problems,
stowaway • financial problems for shipowners and States‘ authorities in ports of call (i.e. costs of
search before maintenance and repatriation of a stowaway and/or fines); and
the ship sails? • the number and/or behaviour of stowaways may endanger the safety of the crew and /or the
ship.
362 What is the legal The status of a stowaway is unclear. Onboard a vessel it is impossible to determine whether a
status of a stowaway is a refugee, an asylum seeker, an illegal immigrant or a criminal. A stowaway‘s
stowaway? status in relation to the Safety of Life at Sea Convention (SOLAS) whilst onboard the vessel is
also unclear.
363 How do you A stowaway should be treated fairly and humanely whilst on board and his/her human rights must
treat a be respected by the master and the crew at all times. Such fair and humane treatment should
stowaway include:
onboard? • 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 to
maintain 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 wishes to work, make sure basic training is given on
accident 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 when It is important to report and keep accurate records of the circumstances if you detect
you find stowaways stowaways on board, namely:
onboard? • the time and position of detection of the stowaway.
• the stowaways name, address, nationality, etc. (if you can make yourself
understood);
• inform the vessel‘s owner and the relevant authorities;
365 What logbook entries - Pilot, name
should be made for a - Tugs ( by name) engaged fore and aft or as engaged
vessel entering - Vessel proceeding towards open lock
drydock? - 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 vessel
- Moorings adjusted to align ship fore and aft
- Dock pumps commenced pumping out dock water
- Block contact made
67
- Vessel takes blocks overall

- Side shores passed to port and starboard
- Residual water cleared from dock
- Gangway access landed between shore and ships side
- Gangway walkable
- Pilot dismissed
- Pumping of the dock complete and dock floor walkable
361 What are the duties of - At all times he or she remains the Master‘s representative.
the OOW with the - Adhere to company ISM procedures.
vessel in drydock? - Carry out dry dock functions allocated by the Chief Officer
- Manage the crew allocated to deck 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 EMERGENCY

MANOEUVRE PROCEDURES
1 Helm orders and conning the ship
(a) demonstrate a knowledge of common helm orders and procedures in giving and acknowledging
helm 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 close
range and know the helm orders to counteract these effects
(e) understand the effects of passing close to shallows on one side of the vessel
2 Effects of propellers on the steering of the vessel
(a) Effects of transverse thrust
(b) The effect of Kort nozzles
3 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 be
sighted 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 shore
26
(e) Thorough understanding of the procedure to adopt and initial action to be taken in the event of a
fire 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 navigational
sighting 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 deteriorating
weather
4 Drills, musters and emergency parties
(a) Describe the frequency and reasons for holding emergency drills and musters and procedures
carried 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 especially
with regard to fire or flood situations
(d) Describe the content of muster bills, safety plans and their location and the various safety related
68
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 means
of stopping fans remotely and locally
(h) Reasons for fitting of a forepeak valve
Tips 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 your
responsibility, 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 use
them 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 clothing
362 What is the sequence of orders  When the Officer of the watch requires a course to be steered by compass,
between the officer conning the the direction in which he wants the wheel turned should be stated followed by
ship and the helmsman? each numeral being said separately, including zero, for example: On receipt of
an order to steer, for example, 182°, the helmsman should repeat it and bring
the 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:
 The person giving the order should acknowledge the helmsman's call out.
'Steady on one eight two'.
 If it is desired to steer on a selected mark the helmsman should be ordered to:
 The helmsman should repeat the order and when steady on the mark call out:
'Steer on . . . buoy . . . (mark) . . . (beacon)'.
 'Steady on . . . buoy . . . (mark) . . . (beacon)'.

The person giving the order should acknowledge the helmsman's call out.
363 What do the following helm orders a. Helmsman brings the wheel to midships. The rudder indicator should read
mean: 0º.
a. Midships b. Helmsman puts the wheel hard-a-port. The rudder indicator should read 35º
b. Hard-a-port to port.
c. Port fifteen and then d. ease to c. Helmsman puts the wheel 15º to port. The rudder indicator should read 15º
10º to port.
e. Starboard fifteen d. Helmsman brings the wheel back to port 10º. The rudder indicator should
f. Steady read 10º to port.
g. Wheel admidships e. Helmsman puts the wheel 15º to starboard. The rudder indicator should
h. Steady as she goes read 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
69
 Wind: Normally acts to force the ship bodily downwind. The force it exerts is proportional
time of the order and then steers that course. .
364 What effect does the
wind and current have to the square of the velocity of the wind; the more freeboard and sail area, the greater
 Current: The movement of water exerts a force on the hull is similar to the force of wind
on a ship? the effect of the wind.
against the superstructure, however, the force resulting is much larger for a given
current velocity due to the density of water. Thus, current has more effect on the ship
than wind does. Deep draft vessels are effected more by current than shallow draft
vessels.

365 Define advance and
transfer in a ship‘s The advance of a ship for a
turning circle. given alteration of course is the
distance that her compass platform
moves in the direction of her original
line of advance, measured from the

point where the rudder is put over.
The transfer of a ship for a
given alteration of course is the
distance that her compass platform
moves at right-angles to her original
line of advance, measured from the
point where the rudder is put over.
366 What is a muster list 1. The muster list shall show the duties assigned to the different members of the crew
and what information including:
would you find on it? .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 passengers;
.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 and
installations.
2. The muster list shall specify which officers are assigned to ensure that life-saving and
fire 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 to
passengers 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 controlling
the 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.
70
6. After the muster list has been prepared, if any change takes place in the crew which
necessitates an alteration in the muster list, the master shall either revise the list or
prepare a new list.
7. The format of the muster list used on passenger ships shall be approved.
 Children‘s lifejackets equal to at least 10% of the number of passengers on board shall
367 How many lifejackets A for every person on board the ship and, in addition:
should there be on
your ship? be provided or such greater number as may be required to provide a lifejacket for each
 Additional lifejackets carried for persons on watch, stowed on the bridge, in the engine
child; and
control room and at any other manned watch station. Also at remotely located survival
craft stations.
368 How many immersion For cargo ships
suits should there be 1. An immersion suit of an appropriate size shall be provided for every person on board
on your ship? the ship.
2. If the ship is constantly engaged in warm climates where, in the opinion of the
Administration thermal protection is unnecessary, this protective clothing need not be
carried.
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 or
places where immersion suits are normally stowed, additional immersion suits of an
appropriate size shall be provided at these locations for the number of persons
 Sound the General Alarm or the Man Overboard alarm.

normally on watch or working at those locations at any time.
 Hard a starboard the wheel depending on traffic and navigational hazards

369 Your are the OOW
and while at sea a
man is lost overboard  Ring standby on the telegraph.
from an amidships  Press the GPS ―Man Overboard‖ button
position. List your  Release the starboard man over-board lifebuoy with smoke and light marker.
actions.  Commence a Williamson Turn.
 Standby to hand over the conn to the master.
 Man on the wheel
 Place lookouts
370 Describe the turn you This situation requires immediate action and there one or two options open to the
of the watch when you  A single turn will bring the ship around in the shortest time possible but it does not
will execute as officer OOW
see a man on deck go bring the vessel round into its own wake. In this case the wheel is kept hard over to the
overboard. 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 man
 Alternatively a Williamson Turn can be done. This is not as quick as the single turn, but
should appear near to the bow line. Stop the vessel.
it does bring the ship back on a reciprocal course in its own wake. In this case the
wheel is put hard over to the side the man went over. When 60˚ off course reverse the
wheel 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 man
 The Scharnow Turn can be used to bring the ship back onto its reciprocal course. But
should appear ahead.
this manoeuvre should only be used when a man has been reported missing for some
time 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 original
course 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 ahead
is maintained throughout the turn.
371 Describe the 4 effects that have to The candidate should list:
be considered when ship 1. Propeller effect which has axial and transverse thrust;
handling. 2. Rudder effect;
3. Wind
4. Current/tide
71
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 port Twin screwed ships have equal turning circles to port
or starboard? Assume the ship has a single right-hand and starboard as there is no transverse effect. The
fixed propeller and the same conditions for the port and propellers turn in different directions to cancel out
starboard turns. Is there a difference in the port and transverse effect.
starboard turning circles of a twin screwed ship?
Right-hand fixed propeller ships generally turn faster
and tighter to port, than to starboard.
373 Describe the transverse effect of a variable Transverse effect does not change direction with change from ahead
pitch propeller when going ahead and to astern or vica-versa as the rotation of the propeller does not
astern. change direction.
374 When carrying out a turning circle with your vessel where would you This information is obtained at trials and is
expect to obtain the advance, the transfer and the drift angle displayed in the wheelhouse for the
information, prior to commencing the manoeuvre? information of the officers and the pilot.
375 The transverse effect of a right
handed propeller will cause the The stern will move to
stern to move to which side when starboard.
the engine is engaged ahead with
the vessel at rest?
376 How does a Kort A Kort nozzle is a hydrodynamically-

Nozzle work? designed shroud that encircles a ship‘s
propeller just outside the blade tips. The
entire assembly of the propeller and the
nozzle is referred to as a ducted
propeller. The pioneering aspect of the
ducted nozzle was the foil-shaped
shroud, not unlike an airplane wing. The
shroud opening is widest in front of the
propeller, forcing more than the usual
amount of water to pass through the
propeller blades. The Kort nozzle
improves the overall efficiency of the
propeller at low speeds (below ten
knots). Above that speed, the inefficiency caused by the drag produced by the shroud
exceeds the efficiency of the increased water flow through the propeller. The action of the
screw within a nozzle with a small clearance between the tips of the prop blade and the walls
of the nozzle (clearance about 1/100 of prop diameter) is to eliminate or reduce trailing
vortices which cause loss of efficiency and cavitation at the blade tips The propeller increases
efficiency 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 cause
problems with manoeuvring
72
377 Describe the effect

your ship will have on
a ship moored
alongside when you
pass her at anything
but a slow speed.
Such a vessel will surge considerably, to and fro in the wash of a passing ship. The speed
of 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 a
travelling ship's bow and stern. There is also the fore-and-aft flow of water down her side
to be considered. The figures above shows the movements to which a moored ship will be
subject. Due to the speed of the travelling ship, the moored vessel cannot be considered a
fixed object in that it will repel or attract the former's bow and stern. On the contrary, the
moored 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 the
latter should proceed as slowly as possible in order to keep her wave-making to a
minimum. Ship 'B' must also be kept well clear of the other bank so that she does not take
a colliding sheer into 'A'.
The mv YUSHO REGULUS, berthed

at Export Corridor, Warehouse 38, in
the port of Santos, had her mooring
ropes broken when the mv COAL
HUNTER passed by shed 38
proceeding to outer roads. With all the
mooring ropes broken, the Master of
MV YUSHO REGULUS dropped both
anchors and the unfortunately the
vessel’s astern touched both shore
loaders which caused serious
damages to the vessel and shore
equipment.
73
378 Turn a vessel with s

single right handed The vessel is turned round in her own length. No
propeller short round. headway or stern-way is gathered. When the engine is
reversed a powerful swing to starboard is generated,
and so these ships are always swung to starboard,
unless they have small high-speed propellers, when
transverse thrust is small. In (1) the engine is worked
full ahead on full starboard helm. At the first sign of
headway the helm is put amidships and the engine
reversed 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 small
the watch for headway must be extremely diligent
379 Turn a vessel with a

right handed propeller
short round in an The vessel is run close to the port-hand bank into
ahead river-stream. slacker water, and the bow given a cant into the fast
water, (1). The swing develops, the stern being kept
as close to the bank as is prudent. In (3) the engine
is reversed fully to prevent bodily drift downstream, and port helm used
to complete the swing. In making the turn at the port bank, transverse
thrust is favourable throughout.
380 Turn a vessel with a

right handed propeller In (1) the bow is swung into the slacker water at the starboard bank
short round using the and the engine is reversed. The helm is over to starboard for the
anchor in a following cant inshore and is about to be placed amidships. The reversed
stream. engine produces a favourable transverse thrust and also prevents
excessive lee drift. In (2) the upstream anchor is let go and held at
short stay. This rapidly snubs the bow round to (3), by which time
the engine should be working ahead under starboard helm to
complete the swing to (4). The anchor is held at short stay so that
an excessive stress on the cable causes it to dredge rather than be
strained. In (4) the cable appears to have been further veered, but
this is only for the sake of clarity— actually the vessel swings very
nearly in her own length at (3).
74
381.a Berth a right handed

propeller vessel starboard The vessel is headed in at a fine angle to the quay, and
side too in calm weather. since there will be a swing to starboard when the engine
is reversed, the helm is put hard over to port with a burst
ahead on the engine in (1). This starts a port swing, and
when the engine is reversed, as in (2), the swing is
checked and the vessel loses her headway lying close
to, and parallel with her berth in (3). The sternline may
be used to check a marked swing to starboard.
381.b Berth a right handed propeller

vessel port side too in calm The vessel is headed in at an angle of about 1½ points with
weather. the quay, under slow headway and with steady head. As the
engine is reversed, a swing to starboard develops and the
vessel will arrive abreast of her berth with no way upon her
and parallel to it. She will, however, be slowly swinging to
starboard, and this must be checked with the headline.
382 Leave a berth starboard side

too with a right handed In all cases of clearing a berth the stern must be canted clear.
propeller. No wind no current. This is done by steaming slowly ahead on a fore headspring,
while the helm is put hard over towards the quay. The spring
must be absolutely tight when the engines are worked ahead,
otherwise any momentum of the ship will part a slack spring. The
spring may be made tight by putting a headline on the windlass
barrel and heaving on it. These two lines are shown in the figure.
The ship is therefore canted in to the quay forward, (2), and the
engine is then reversed. The helm is initially amidships and the
lines are let go. After the first few revolutions astern the rudder
is put hard over to starboard to correct the swing to starboard
generated by the transverse thrust. As the slipstream flows in
between the fore body and quay, the undesirable starboard
swing is further damped, but as soon as she clears the quay
the swing may tend to develop again, the transverse thrust
overcoming the full rudder angle. In this case the engine must
be stopped in order to have a straight run astern.
75
383 Leave a berth port side Here, both the transverse thrust when reversing the engine in (2)
too with a right handed and the cushioning slipstream between the forebody and quay
propeller. No wind no cause the stern to swing rapidly back into the quay. The helm will
current. be of no avail, because this will occur before sternway is
gathered. However, the undesirable swing of the bow on to the
quay in the figure does not exist here, and providing the
manoeuvre is correctly done, the clearing is, in many ways, more
simple. 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 swung
back parallel to the quay, the ship will be under sternway and will
be at (3). Starboard helm will correct the swing of the stern
inshore, but even so, a burst ahead on the engine with port helm
will soon achieve this.
384 Name the mooring lines

used in keeping a ship 'A' Headline;
safely alongside. '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 about In the figure the vessel is moored close to a shoal. This is hardly advisable, but the
anchoring your ship occasion may arise. In position (1) the vessel is initially moored riding to her
keeping her clear of a
danger nearby. shoal
riding to offshore anchor clear arc and clear of danger
off-shore anchor. When she swings with the change of stream to position (2) she must do
so to starboard, so avoiding running her stern close to the shoal. Because she is riding to
the off-shore anchor, her hawse remains clear. In (2) she again rides to the off-shore
anchor— the starboard one.
76
386 How would you go about  The ship is to anchor on the

making a standing moor line AB. The stream is as
 Head to stream or wind

in a river with the wing shown.
blowing across the river
with a ship having  When both are present, head
installed right handed
 With sufficient headway, take
to one has stronger effect.
propeller?
 Position-1 is roughly 5
vessel to position 1.
shackles minus half ship's
 Let go port anchor.

length beyond line AB.
 The vessel drifts

downstream, render port cable
to nine shackles, the sum of two
 She is brought up on her

lengths.
 Then the starboard anchor is let go at position-2.

cable.
 Vessel then moves to the position 3 by going ahead and rendering or veering the
 Engines may be used to reduce stress on the windlass.

starboard cable and heaving in four shackles on the riding cable.
387 How would you go about  Head to stream or
 When both are

making a running moor in wind
a river with the wing
blowing across the river present, head to one
with a ship having
 Let go starboard
has stronger effect.
installed right handed
propeller? anchor on run, when
vessel is 4 shackles and
half of ship's length,
 The cable is rendered

position -1.
as the vessel moves

upstream.


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 the
lee (starboard) cable and five shackles veered on the riding cable.
77
388 Bring your ship up to an  Approach the anchorage with wind or current
―open moor‖.
 Weather anchor or upstream anchor is let go
on one bow.
 The headway continued and cable is laid up

on the run (1).
 The second anchor is let go (2).

1/3 rd of the final length of the cable.
 First anchor snubbed at the gypsy.

 The vessel brings-to on her weather cable. It
 Bow develops a rapid swing into the stream or

gradually grows taut to windward.
 In (3) the vessel is turned if necessary using a

wind.
small ahead movement with the rudder hard a
 Both the anchors are veered. Engine

port.
 Finally the vessel is brought up with the

reversed.
anchors are one point at each bow(4).

389 What is squat and what When a ship proceeds through water, she pushes water ahead of her. In order not to
causes it? leave a hole in the water, this volume of water must return down the sides and under the
bottom of the ship. The streamlines of return flow are speeded up under the ship. This
causes a drop in
pressure, resulting in
the ship dropping
vertically in the water.
As well as dropping
vertically, the ship
generally trims for'd or
aft. The overall
decrease in the static
underkeel clearance
for'd or aft, is called
ship squat. It is not the
difference between the
draughts when
stationary and the
draughts when the
ship is moving ahead.
If the ship moves
forward at too great a
speed when she is in shallow water, say where this static even-keel under keel
clearance is 1.0 1.5 m, then grounding due to excessive squat could occur at the bow or
at the stern.
For full-form ships such as Supertankers or OBO vessels, grounding will occur generally
at the bow. For fine-form vessels such as Passenger Liners or Container ships the
grounding 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.
78
 As the hull moves along the water, the water which is displaced is not instantly
390 What effects become A. Vessel develops sluggish movement:
evident on the ship‘s
 A partial vacuum is created.

manoevring when replaced by surrounding water
entering shallow water?
 The vessel takes longer to answer helm.
 Response to engine movement becomes sluggish.
 Speed reduces.
 In shallow water vibrations set up.

B. Vessel starts to vibrate:
 It becomes very difficult to correct a yaw or sheer with any degree of rapidity.
 Steering becomes erratic.

C. Steering is affected:
 Rate of turning is reduced.

 Turning circle becomes larger.
 Loss of speed due to turning is less in shallow water.
 Occurs when a ship is nearing an extremely shallow depth of water, such as a

D. Vessel starts smelling the ground:
 The ship likely to take a sudden sheer

shoal.
 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.
 Water displaced by the hull is not easily replaced.

E. Vessel will squat:
 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 bow  Bow cushion and bank suction
cushion and effect: Occurs in narrow channels near
 There is a tendency for the bow of a

bow suction proximities of banks.
effecr?
ship to be pushed away from the bank,
 The ship moves bodily towards the

called bow cushion.
bank, which appears at the stern,
 Caused by the restricted flow of

called bank suction.
water on the bank's side. Velocity of

water to the bank increases and
 Results in drop of water level

pressure reduces.
 As a result, a thrust is set up towards

towards the bank.

bank.
A vessel approaching to the
bank will have to apply helm to the bank and reduce speed to prevent the sheer from developing.
79
392 How would Reduce speed to what is necessary to maintain steerage at

you act in the about1.5 nm apart. When 0.75-0.5 nm apart both vessels to
head on break to starboard. As both ships meet positive pressure at
encounter in a the bows will cause them to repel each other. Use port helm
narrow to balance interaction effect. Increase speed if necessary to
channel with improve rudder effect. As ships pass reduced pressure
respect to amidships will draw them together, this is countered by
ship‘s starboard helm.
interaction?
As the sterns become adjacent the lesser positive pressures
will cause repelling forces, causing the bow to swing to port
which may be countered by starboard helm
As the ships clear each other both should end up near mid-
channel.
Houston Canal Pilots:

For vessels meeting on the Houston Ship Channel, generally
the center channel approach is used.
This manoeuvre is regarded as the safest way to meet two large or deep draft vessels in a narrow
channel.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.
80
393 What is ship to Interaction occurs when a ship comes too close to another ship or too close to a river or
ship interaction? canal 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 the
How would you following characteristics:
act in the 1. If two ships are on a passing or overtaking situation in a river the squats of both vessels
overtaking could be doubled when both amidships are directly in line.
situation in a 2. When they are directly in line each ship will develop an angle of heel and the smaller
narrow channel ship will be drawn bodily towards the larger vessel.
with respect to 3. Both ships could lose steerage efficiency and alter course without change in rudder
ship‘s interaction? helm.
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 across
the 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 one
ship comes too close to another at high speed, then one or more things can happen. The
ship 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 reciprocal
course, 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 to
minimise its effect. Research has shown that mariners accept closer passing distances for
overtaking ships than for crossing ships.
81
394 What dangers does ship to  When the tug approaches the aft part of the ship (position 1), an increase of
ship interaction have with her 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.

regard to tug operations?
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 important
suction force oriented towards the ship‘s hull and outward turning moment due
to tug bow-cushion. Once sucked alongside it is very difficult to get off again

and to continue the way.
Tug in position 4 enters the high-pressure area. Arising outward turning

moment 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 risk
of capsizing. Immediate action of rudder and use of available power (full
astern) can correct the position. Tractors type tugs are less vulnerable in such
a situation.
395 What is girting a tug? The main source of

danger for a tug
What is a gob rope? when assisting a
ship is ship‘s too
high speed which
results in ―girting‖.
In the figure
alongside a tug on a
line is assisting a
ship making a turn
to starboard
(position 1). Ship
suddenly
accelerates to
complete the turn
correctly. The
speed after few
moments becomes
too high and the consecutive tug position fall aft more and more tension in the
towline (positions 2 and 3). The danger of capsizing becomes real. The above-
described situation is less dangerous for tractor tugs because their towing point
lies 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 the
manoeuvrability of the towing tug.
82
TOPIC SIX: USE AND CARE OF LIFESAVING AND FIRE APPLIANCES, SEARCH AND
RESCUE AND LIFEBOAT AND SAFETY PRACTICES
(a) Understanding of operations of a line throwing apparatus and method of passing messengers to
casualties where flammable vapour is present
(b) Describe fully the use care and care of all lifesaving appliances including liferafts, boats and their
associated 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 MARPOL
and the ISPS Code
 All survival craft, rescue boats and launching appliances shall be visually inspected to
(g) Outline the requirements for training and safe operations with crew and trainees
396 What lifesaving
inspected and tested  All engines in lifeboats and rescue boats shall be run for a total period of not less than
equipment has to be ensure that they are ready for use.
weekly
 Outboard engines are to be tested using a cooling water supply.
3 minutes. During this period of time the gearbox and gearbox train are to be tested.
 Lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their stowed
position without any persons on board, to the extent necessary to demonstrate
 The general emergency alarm shall be tested

satisfactory operation of launching appliances, if weather and sea conditions so allow;
397 What lifesaving  All lifeboats, except free-fall lifeboats, shall be turned out from their stowed position,
inspected and tested  Inspection of the life-saving appliances, including lifeboat equipment, shall be carried
equipment has to be without any persons on board if weather and sea conditions so allow.
monthly out monthly using a checklist to ensure that they are complete and in good order.
398 How often should Every 3 months at an abandon ship drill the boat will be launched, and manoeuvred in
davit launched the water by its assigned operating crew.
lifeboats be lowered
to the water and be
taken away.
399 How often should a Every 3 months at an abandon ship drill, the crew will board, properly secure
free fall lifeboat be themselves in their seats and commence launch procedures up to, but not including, the
launched and taken actual release of the lifeboat (i.e., the release hook shall not be released);
away by its crew OR
The boat will be free-fall launched with only the operating crew on board; OR
The boat will be launched by means of the secondary launch system with or without the
operating crew on board;
Every 6 months the boat will be launched by free fall with only the operating crew on
board, OR
simulated launching shall be carried out in accordance with the guidelines developed by
the IMO.
Once launched the boat will be manoeuvred with the operating crew.
400 How would you go Only to be done on the verbal command of the Master (or person in charge) to abandon
about launching a ship.
 Have a crewman release the Senhouse slip.

liferaft? Launch on the leeward side.
 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 hydrostatic
 Drop the liferaft into the water.

release). Check that there are no survivors in the water under the leferaft.
 Haul in the painter until it stops; then give it a sharp tug.

83


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 will
also 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 inside
 Once the last person boards the liferaft, the painter line gets cut at the hydrostatic
the liferaft.
 Row the liferaft away from the ship‘s side and then deploy the sea anchor. .
release side.
 SOLAS pack "A" first aid kit

 Sea anchor and spare sea anchor
401 List the equipment
found in a liferaft
 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 bags
402 What would you do (1) Use the paddles to paddle away from the sinking vessel, you could also take the sea-
once you have the anchor and roll it into a ball and throw it in the direction you want to go and then pull it
liferaft launched and towards you.
the crew in it? (2) Look for survivors in the water.
(3) If 2 or more liferafts are launched from the vessel, paddle over to them and make
your 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 the
liferaft.
(6) Issue sea-sickness tablets.
(7) Set the watch, save your flares until you see a vessel/plane (never fire a distress
rocket 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 thermal
insulation blanket.
 The liferaft must be serviced every year (take note of when its due to be serviced)
(12) Dry the floor with the bailer and sponges.
 When taking the liferaft onboard: NEVER roll it into place

403 How would you care
for the liferaft(s) on
your vessel?  Ensure it is properly secured in its cradle with particular reference to the hydrostatic
84
 Never use a power-hose on a lifraft, it has breather holes in the bottom of it, you
release unit.
 Wash it down with fresh water and a hand scrubbing brush

might force water into the holes and perish the liferaft
 Ensure it is properly marked.

 Keep the servicing certificates in a safe place.
 Keep the inspection logbook up to date.
 EPIRB
 SART
404 When abandoning
ship and if time
permits, what  Portable VHF
additional equipment  Food
you place in the  Water
survival craft?  Blankets
 Warm clothing
 Torch and additional batteries
 Man overboard rescue
 Marshalling liferafts together
405 What is the purpose
of the rescue boat?
406 How often must a (a) Each hydrostatic release unit, other than a disposable unit, must be serviced within
hydrostatic release 12 months of its manufacture and within 12 months of each subsequent servicing,
unit be serviced 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 of
two years after the date on which the unit is installed.
407 At what pressure will The hydrostatic release will operate when it is submerged under the water between 1.5 -
a hydrostatic release 4.0 metres
unit function and
what is the breaking The weak link will part between 184 and 265kg (2200±400N).
strain of the weak
link?
408 How does a The hydrostatic release unit is part of the liferaft securing arrangement. It so rigged that
hydrostatic release when the ship sinks, it releases the liferaft from its cradle and through a weak link, it
unit work? inflates the liferaft before finally allowing it to break free from the ship and float to the sea
surface. There are different types on the market. There installation instructions must be
Describe how you closely adhered to ensure that they function properly when the ship unexpectedly sinks.
would rig a Here below is one type
hydrostatic release 1. The strong white rope is
unit. secured to the deck or liferaft
cradle
2. attached to the liferaft lashing
with a senhouse
3. The weak link is attached to
the liferaft painter.
If the ship sinks, the water
pressure will
(within 4 metres) activate a
sharp knife which cuts the white
rope and the liferaft will float
free. As the ship sinks further,
the liferaft painter line will be
stretched and the liferaft will
start to inflate.
The Red Weak Link breaks and
the liferaft is so freed from the ship and it should rise to the surface.
409 What maintenance Lifeboat falls are usually Extra Flexible Steel Wire Rope (EFSWR). Under IMO
operations would you Regulations they must be end for ended every 2½ years and renewed every 5 years or
expect to whenever considered necessary (some Marine Authorities do these checks at 2 and 4
85
carry out on the years). Lifeboat falls are also inspected at each Boat Drill.
lifeboat falls? 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 fall
system would undergo a 5-yearly test where the load test would be to a 110% of the
loaded boat capacity.
410 How often should Inflatable liferafts, inflatable lifejackets, hydrostatic release units (other than disposable
liferafts, inflatable hydrostatic release units), marine evacuation systems, and inflated rescue boats shall be
lifejackets, serviced:
hydrostatic release .1 at intervals not exceeding 12 months, provided where in any case this is
units,marine impracticable, the Administration may extend this period to 17 months; and
evacuation systems, .2 at an approved servicing station which is competent to service them maintains
and inflated rescue proper servicing facilities and uses only properly trained personnel.
boats be serviced: Each marine evacuation system should be deployed from the ship on a rotational basis
at intervals to be agreed by the Administration provided that each system is to be
deployed at least once every six years.
411 How should containers, Containers, brackets, racks, and other similar stowage locations for life-
brackets, racks, and other saving equipment shall be marked with approved symbols indicating the
similar stowage locations for life- devices stowed in that location for that purpose. If more than one device is
saving equipment be marked? stowed in that location, the number of devices shall also be indicated.
412 How would you care They should be inspected monthly in accordance with the company‘s ISM safety
for the ship‘s
 Check the lifejacket light is in order.
equipment inspection procedures.
 Check that it has a whistle and toggle line attached.

lifejackets?
 Inspect for rips, tears, mold, mildew and worn areas. Discard any lifejacket that is not
 Rinse your life jackets at the end of a day‘s use.

in good condition.
 If a lifejacket needs more than a quick rinse use a mild detergent to wash it down,
 Air dry all lifejackets gear thoroughly before storing them away. Ensure they are
and then rinse thoroughly.
 Store life jackets in a cool, dry, well-ventilated place.

totally dry before storing
 Avoid leaving lifejackets in the sun for long periods (sunlight may fade colours and
 Look for signs of waterlogging and shrinkage or hardening of the buoyant materials
weaken fabrics)
 When stowing them do not bend them or place heavy objects on top that might crush
them. Unrelieved pressure on a flotation device can compress the air pockets in the
 Check its buoyancy regularly in a pool or by wading out to waist-deep water and
flotation material.
 Air-dry out of direct sunlight and away from direct heat

bending your knees to see how well you float
 Check that metal or plastic hardware used to secure the lifejacket on the wearer that
 Check webbings or straps used to secure the lifejacket on the wearer that are ripped,
is broken, deformed, or weakened by corrosion;
 Take a portable radio with me.

torn, or which have become separated from an attachment point on the jacket.
 Check that the ladder is properly rigged. No steps hooked in board. Correct length of
413 You are sent down
below to meet the
pilot on deck at the
 If the pilot has to board over the gunwale, I would check the bulwark ladder is secure
ladder in rigged.
bulwark. How would
you go about
 Manropes in place.
and that the stanchions were properly rigged.
meeting the pilot?
 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 the
bridge.
86
 Keep bridge informed when pilot boards the ladder and when he reaches the deck
safely.
414 Is a pilot hoist Pilot hoists are no longer acceptable for embarking or disembarking the pilot.
acceptable in lieu of
a pilot ladder?
415 What are the rules 1. Must efficiently fulfill the purpose of enabling pilots to embark and disembark safely.
concerning pilot 2. Shall be kept clean, properly maintained and stowed and shall be regularly inspected
ladders to 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 a
responsible officer.
5. Officer must have means of communication with the navigation bridge
6. 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 instructed
in 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 international
standard acceptable to the Organization.
9. Pilot ladders shall be clearly identified with tags or other permanent marking so as to
enable identification of each appliance for the purposes of survey, inspection and record
keeping.
10. Record shall be kept on the ship as to the date the ladder is placed into service and
any repairs effected.
11. Where the distance from sea level to the point of access to, or egress from, the ship
exceeds 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 side
of the ship.
13. A pilot ladder is required for a climb of not less than 1.5 m and not more than 9 m
above the surface of the water
14. 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 is
practicable, 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, special
arrangements shall, to the satisfaction of the Administration, be made to ensure that
persons are able to embark and disembark safely.
17. A single length of pilot ladder must be capable of reaching the water from the point of
access and due allowance is made for all conditions of loading and trim of the ship, and
for an adverse list of 15°;
18. The securing strong point, shackles and securing ropes shall be at least as strong as
the 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 is
more 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 ladder
to the ship's side.
22. When a combination arrangement is used, means shall be provided to secure the
pilot ladder and manropes to the ship's side at a point of nominally 1.5 m above the
bottom platform of the accommodation ladder.
23. A gateway in the rails or bulwark, adequate handholds shall be provided or a bulwark
ladder, two handhold stanchions rigidly secured to the ship's structure at or near their
bases 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 use
 two man-ropes of not less than 28 mm and not more than 32 mm in diameter
when persons are being transferred:
properly secured to the ship if required by the pilot; man-ropes shall be fixed at
87
the rope end to the ring plate fixed on deck and shall be ready for use when the
pilot disembarks, or upon request from a pilot approaching to board (the
manropes shall reach the height of the stanchions or bulwarks at the point of
 a lifebuoy equipped with a self-igniting light;

access to the deck before terminating at the ring plate on deck);
 a heaving line.
24. Adequate lighting shall be provided to illuminate overside and the position on deck
 The steps of the pilot ladder should comply with the following requirements:
where a person embarks or disembarks
416 Describe the
construction of a pilot - if made of hardwood, they should be made in one piece and free of knots
ladder - 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 or
other 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 and
25mm in depth, excluding any non-slip device or grooving
- they should be equally spaced not less than 300mm or more than 380mm apart
 The securing strong points, shackles and securing ropes should be at least as strong
- they should be secured in such a manner that each will remain horizontal
 The side ropes of the pilot ladder should consist of two uncovered ropes not less
as the side ropes.
than 18mm in diameter on each side and should be continuous, with no joins below
 Side ropes should be made of manila or other material of equivalent strength,

the top step.
durability and grip, which has been protected against actinic degradation and is
 No pilot ladder should have more than two replacement steps that are secured in
satisfactory to the administration.
position by a method different from that used in the original construction of the
 Any steps secured differently should be replaced as soon as reasonably practicable

ladder.
by steps secured in position by the method used in the original construction of the
 When any replacement step is secured to the side ropes of the pilot ladder by means
pilot ladder.
of grooves in the sides of the step, such grooves should be in the longer sides of the
 Pilot ladders with more than five steps should have spreader steps not less than
step.
 The lowest spreader step should be the fifth step from the bottom of the ladder and
1.8m long provided at such intervals as will prevent the pilot ladder from twisting.
 New pilot ladders shall be approved or certified by the manufacturer as stipulated by

the interval between any spreader step and the next should not exceed nine steps.
 The appliance should be kept clean, properly maintained and stowed, and should be
MSC.308(88) V/23.2.3.
417 How should a pilot
 It should be used solely for the embarkation and disembarkation of personnel.

ladder be maintained regularly inspected to ensure that they are safe to use.
 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
• inspected for damage to steps, ropes and lashings before use
418 What are the  In cases where the height from the water to the point of access to the ship, in lightest
requirements for seagoing condition with no list and in normal trim, exceeds 9 m the accommodation
 The accommodation ladder should comply with the specifications set out in standard
using a pilot ladder ladder should be rigged in the position in which it is intended to be used.
with an
accommodation
 The accommodation ladder must lead aft and the lower platform must remain
ISO 5488 or be of an equivalent standard.
ladder?
88

horizontal throughout its operational range.
The lower platform should be fitted with stanchions and handrails on the inboard and
 One new requirement for newbuildings (after 1 July 2012) is that the lower platform
outboard sides to facilitate safe transfer to and from the pilot ladder
of the accommodation ladder must be secured when this ladder is used as a pilot
ladder. This may be done by permanent connection point(s) in the hull, or
alternatively other equipment such as suction or magnetic pads that provide a
sufficient holding force may be used
419 How would you Modern day tonnage is usually constructed with a pilot boarding
secure a pilot station and a designated gateway either side of the vessel. This
ladder? 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 and
two 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 or Any cargo vessel of more than 400GT and
 Immediately stop the pump pressuring the burst line

oil filtering equipment for the engineroom bilges? any tanker of more than 150GT.
 Close the scuppers immediately to contain the hydraulic fluid on deck

421 What would do about a
burst hydraulic pile 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 and
 Follow procedures in the SOPEP manual.

make an entry in the official log book.
422 Under which circumstances may you pump oil over the To save ship or life
side?
423 Which ships must carry a garbage record Any ship over 400GT: and any ship below 400GT on international
 NOTHING MAY BE PUT OVER THE SIDE IN SPECIAL AREAS

book? voyages that carries more than 15 persons.
 NO PLASTIC OR ITEMS MANUFACTURED FROM PLASTIC MAY BE

424 List the requirements
permitting the disposal of
ship‘s garbage waste DUMPED OVER THE SIDE. THIS INCLUDES NETS AND ROPES OR
overboard.
 Within 3 miles from shore - illegal to dump dunnage, lining and packaging
TWINES MADE FROM SYNTHETIC MATERIALS
 Within 3 miles to 12 miles — you may dump food wastes, paper products,
materials that float, paper, glass, metal, crockery, rags, food,
rags, glass metal bottles, crockery and similar refuse if it has been put
 More than 12 miles you may dump food wastes, paper products, rags, glass
through a grinder reducing the size to 25 mm.
 Beyond 25 miles you may dump dunnage, lining material and packaging
metal bottles, crockery and similar refuse
 Yes. It covers the Coast from Port Elizabeth in the east to Groen Rivier
materials that will float.
425 Do we in South Africa have a
special area in terms of mond in the west to about 120 nautical miles south of Cape Agulhas.
 Gear to prevent bodily injury, goggles, hard hats, gloves and boots
MARPOL?
 Gear to protect against harm, water proof clothing, flame proof clothing,
426 What protective safety
equipment must be provided
by the employer breathing apparatus and personal floatation devices for crew working on
 Gear to protect crew working in freezer compartments

deck
89
 comply with the provisions of the Code;

427 What are the duties of a ensure that the crew:
 comply with any occupational safety policy determined by the employer

safety officer
 maintain a high standard of occupational safety;

concerned;
 the cause of an accident

investigate:
 all hazards or potential hazards to safety including fatigue, that affect or may
 and all complaints concerning occupational safety;

affect the crew of a vessel in the execution of their work
ensure that the members of the vessel's safety committee are made aware
of—
(i) the relevant requirements of the regulations and of the Act;
(ii) any relevant Marine Notice; and
(iii) the provisions of the Code.
 about any investigation or inspection or the prevention of any accident or the

make recommendations to the safety committee
 about any deficiency in occupational safety regarding—

removal of any hazard or potential hazard
(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;
 of each accessible part of the vessel in respect of the occupational safety

carry out inspections
affecting the crew, at least once during a voyage;
 the performance of any work which in his opinion may cause an accident or
immediately stop or cause to be stopped
serious injury, and inform the master thereof forthwith;
 relating to occupational safety which an employer or safety committee may

carry out any other investigation or inspection
deem 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 such
 submit to the employer for the purposes of the record book a brief report of the
investigation;
investigation.
90
 Crew should be familiar with rope and wire, SWL‘s and breaking strains

428 List safe working
practices regarding the

Loose fitting gloves should be worn when working with wire
crew working on deck? Crew to have hardhats, proper clothing and boots and personal floatation

devices 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 holds
429 What responsibilities are Have a copy of the regulations onboard and the Code of Safe Working

imposed on the employer Practices
of a crew by the Maritime

Ensure that the general working areas of the ship are safe working places
Occupational Safety Make sure crew is familiar with these regulations and Code of Safe Working
Regulations?

Practices
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 checklist
- 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 the

case of an emergency

Provide the crew with protective working gear
Appoint in writing a safety officer after ensuring he is qualified and appropriately

experienced
430 What and who is SASAR? It is the South African Search and Rescue organization who has in terms of
SOLAS a responsibility to provide search and rescue services off the South

Africa coast
It is managed by the South African Department of Transport and is manned and

operated by the South African Maritime Safety Authority
It fits into the international IMO SAR plan and it covers the area from the
northern borders of the RSA to the South pole and from the longitude 10ºW to

the longitude 75ºE
It‘s published functions are to within its means and capabilities co-ordinate its
 search or, assist and where appropriate, effect a rescue operation for
measures to:
survivors of aircraft crashes or forced landing and the crew and passengers

of vessels in distress.
SASAR has limited resources and it will effect a SAR operation making use any

available resource which includes ships at sea
SASAR has 24/7 MRCC in Cape Town which is linked directly to Cape Town
Radio and a COSPAS-SASAT LUT managed by Cape Town Radio.
91
 SASAR has the authority in its area of responsibility to instruct a ship or aircraft
to participate in a SAR operation
431 What onboard training As soon as possible but not later than two weeks after a crew member joins the
 life-saving appliances;
and instruction must be ship: he or she will be given training in the use of:
 survival craft equipment;

given to the crew
 fire-extinguishing appliances; and
 ship's fire-extinguishing appliances;

at the same intervals as drills, he or she shall be given instruction in the use of:
 life-saving appliances;
 and in survival at sea.
 operation and use of the ship's inflatable liferafts;

The instructions must cover at least:
 problems of hypothermia, first-aid treatment for hypothermia and other
 special instructions necessary for use of the ship's life-saving appliances in

appropriate first-aid procedures;
 operation and use of fire-extinguishing appliances.

severe weather and severe sea conditions; and
At intervals of not more than 4 months he or she will be

given training in the use of davit-launched liferafts which
shall include the inflation and lowering of a special
training liferaft (conspicuously marked) not forming part
of the ship‘s safety equipment.
432 How would you go about Regular planned lectures.

giving the crew onboard Instruction and demonstration at drills.
training in emergency Via manuals.
duties and pollution Videos
prevention duties?
433 How would you go  Fire drills planned in such a way that ensures regular practice in the various
 Each fire drill shall include:

about planning a fire emergencies that may occur depending on the type of ship and the cargo.
drill?
 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 that
 checking of fireman's outfit and other personal rescue equipment;

the system is in proper working order;
 checking of relevant communication equipment;

 checking the operation of watertight doors, fire doors, fire dampers and main
 checking the necessary arrangements for subsequent abandoning of the ship.

inlets and outlets of ventilation systems in the drill area; and
 The equipment used during drills shall immediately be brought back to its fully
operational condition and any faults and defects discovered during the drills shall be
remedied as soon as possible.
434 An abandon ship drill  summoning of passengers and crew to muster stations with the general emergency
shall consist of at of 7 or more short followed by a long blast on the ships horn or whistle and
least additionally on an electrically operated bell or klaxon with an announcement of the
public address system ensuring that they are made aware of the order to abandon
ship;
 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;
92
 operation of davits used for launching liferafts;

 a mock search and rescue of passengers trapped in their staterooms; and
instruction 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 duties
before the voyage begins.
 crew members taking part muster wearing warm outer clothing and lifejackets
When carrying out survival craft drills you must ensure that:
 lowering gear should be inspected to ensure that all working parts are well
are properly secured
 seamen should always keep clear of moving parts when turning out davits or
lubricated
 motor lifeboat engines should be started and run ahead and astern
when bringing boats or rafts inboard
 hand-operated mechanical propelling gear should be examined and tested

 lifeboats should be cleared and swung out if a drill is held in port
Lifeboats should be launched and manoeuvred in the water at least once every three
months. If it is not possible to launch your free-fall lifeboats, you should lower them in to
the 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 rescue
boats. If a boat at its full complement cannot be safely launched, it should be marked
with a red band. Any red-banded devices should be launched or recovered by two men
only.
 fire-fighting parties should assemble at their designated stations

435 What constitutes a Fire fighting drills
 engine room personnel should start the fire pumps in machinery spaces and see
fire fighting drill?
 any emergency pumps situated outside machinery spaces should be started

that full pressure is put on fire mains
 all members of the crew should know how to start and operate the emergency
 fire parties should be sent from their designated stations to the selected site of the
pumps
supposed fire, taking with them emergency equipment such as axes and lamps and
breathing apparatus - the locations should be changed in successive drills to give
practice in differing conditions and in dealing with different types of fire so that
accommodation, machinery spaces, store rooms, galleys and cargo holds or areas
 deploy an adequate number of hoses to deal with the assumed fire (within reason)
of high fire hazard are all covered
and test those hoses
In addition to the statutory inspection, you should check fire appliances, fire and
watertight doors, other closing appliances, and fire detection and alarm systems which

were not used in the drill, either at the time of the drill or immediately afterwards.
436 You should carry out all fireman's outfits, fire extinguishers, fire hydrants, hoses and nozzles are in place

monthly fire and in serviceable condition
equipment testing all escape routes including stairways and corridors are free of obstructions and
and inspection to

properly maintained
ensure that:

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 gauges

indicate correctly
the sprinkler system pressure tank water levels are correct as indicated by glass
93

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 an lift the mouth of an exhausted or unconscious person not less than 120 millimetres

essential piece of clear of the water
emergency turn the body of an unconscious person in the water from any position to one where

equipment and must the mouth is clear of the water.
be designed to do Keep the person afloat.
the following:
 one abandon ship drill and

438 How often will the Every crew member shall participate in at least
 one fire drill every month

crew participate in
emergency drills?
 within 24 hours of the ship leaving a port if more than 25% of the crew have not
The drills of the crew shall take place;
participated in abandon ship and fire drills on board that particular ship in the
 when a ship enters service for the first time; or

previous month;
 after modification; or
 when a new crew is engaged, these drills shall be held before sailing.
 fire-fighting parties should assemble at their designated stations

439 What constitutes a Fire fighting drills
 engine room personnel should start the fire pumps in machinery spaces and see
fire fighting drill?
 any emergency pumps situated outside machinery spaces should be started

that full pressure is put on fire mains
 all members of the crew should know how to start and operate the emergency
 fire parties should be sent from their designated stations to the selected site of the
pumps
supposed fire, taking with them emergency equipment such as axes and lamps and
breathing apparatus - the locations should be changed in successive drills to give
practice in differing conditions and in dealing with different types of fire so that
accommodation, machinery spaces, store rooms, galleys and cargo holds or areas
 deploy an adequate number of hoses to deal with the assumed fire (within reason)
of high fire hazard are all covered
and test those hoses
In addition to the statutory inspection, you should check fire appliances, fire and
watertight doors, other closing appliances, and fire detection and alarm systems which
 On a ship engaged on a voyage where passengers are scheduled to be on board for

were not used in the drill, either at the time of the drill or immediately afterwards.
440 How often should
passengers be more than 24 hours, musters of the passengers shall take place within 24 hours after
 Passengers shall be instructed in the use of the lifejackets and the action to take in an
briefed in emergency their embarkation.
procedure?
 Whenever new passengers embark, a passenger safety briefing shall be given

emergency.
immediately before sailing, or immediately after sailing. The briefing shall include the
instructions required for the deployment of marine evacuation systems and shall be
made by means of an announcement, in one or more languages likely to be
 The announcement shall be made on the ship's public address system.

understood by the passengers.
 The briefing may be included in the muster if the muster is held immediately upon
 Information cards or posters or video programmes displayed on ships video displays

departure.
may be used to supplement the briefing, but may not be used to replace the
announcement.
94
441 What are the  Rescue boats shall be stowed in a state of continuous readiness for launching in not
launching of a rescue  Shall be capable of being launched, where necessary utilizing painters, with the ship
requirements for the more than 5 min, and, if the inflated type, in a fully inflated condition at all times;
boat?
 Recovery time of the rescue boat shall be not more than 5 min in moderate sea
making headway at speeds up to 5 knots in calm water.
 Rescue boat embarkation and recovery arrangements shall allow for safe and efficient
conditions when loaded with its full complement of persons and equipment.
 Foul weather recovery strops shall be provided for safety if heavy fall blocks constitute
handling of a stretcher case.
a danger.
442 What are the Every line-throwing appliance shall:
requirements for a .1 be capable of throwing a line with reasonable accuracy;
line throwing .2 include not less than four projectiles each capable of carrying the line at least 230 m in
appliance calm 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-throwing
appliance.
The rocket, in the case of a pistol-fired rocket, or the assembly, in the case of an integral
rocket and line, shall be contained in a water-resistant casing. In addition, in the case of
a pistol-fired rocket, the line and rockets together with the means of ignition shall be
stowed 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 serviced 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 when Take it with you. You will be picked up quicker as the
abandoning ship? resource services can home on your position quicker.
How does an EPIRB 406 MHz EPIRBs work with the Cospas-Sarsat polar orbiting satellite system, giving true
work? 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). The
coded message identifies the exact vessel to which the EPIRB is registered. This
information allows the rescue services to eliminate false alerts and launch an appropriate
rescue.
GPS-enabled EPIRBs have a built-
in transmitter which will typically
alert the rescue services within 3
minutes and to a positional
accuracy of +/- 50 metres (updated
every 20 minutes) given a clear
view skywards.
Some EPIRBs also have a
secondary distress transmitter. This
transmits on 121.5 MHz and is
used for "homing" purposes. When
the rescue services get close, this
allows them to direction find on the
signal. Some EPIRBs also have a high brightness LED flashing light that aids final visual
location
446 How would you use a This is for a ―Speedline‖.
line throwing (1) Remove the top lid
appliance? (2) Take the tail of the line and make it fast to a strong point on the vessel, (You can
attach it to another rope if required and attach the other end of this rope to a strong point
on the vessel)
(3) Rest the Speedline on the sea side of the ships rail and aim the Speedline in the
direction that you intend to fire it. Aim slightly down wind if firing into a cross wind.
95
(4) There is a red Arrow on the handle of the speedline,

this arrow should point to the horizon, the speedline will be
at the correct angle to get the maximum distance for the
line inside the speedline
(5) Pull out the safety pin
Caution, before pulling the trigger, make sure there is no
personnel in the direct line of where the rocket is going to
go.
(6) Pull the trigger.
447 What is a false False alerts have been caused because of an E.P.I.R.B. breaking free from it's cradle
EPIRB alert? and activating a distress on 406Mhz. Alternatively, crew ignorant of its function and
operation have accidently activated it.
448 What do you do in Inform the nearest MRCC and coast radio station of the false alert and under no
the event of a false circumstances do you go and switch the E.P.I.R.B. until instructed to do so.
alert?
449 How often must the E.P.I.R.B. should be serviced every year and the Lithium battery replaced every 5 years.
EPIRB be serviced?
450 How do check if the The E.P.I.R.B. has a test and a activation switch on it, the test should be carried out
EPIRB is in every muster drill and this should also be logged.
functioning order?
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 be
able to home on your vessel (or liferaft).
452 How will you use a (1) Remove the S.A.R.T. from it's container
SART? (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
96
453 What will appear on

your radar screen if it
activates a SART?
over 5 miles between 1 - 5 miles under 1 mile

454 What is the operating Operating life span - 100 hours in stand-by mode and 8 hours when continuously
span of a SART sending a signal
455 How will you test a Monthly tests - turn the switch on the SART to test mode, hold for a few seconds, an
SART? audible alarm will sound and the light will flash. As soon as you see the light and hear
the sound you should switch it off, leaving it on will activate the SART
 Breathing apparatus
456 What does a Stowed in a locker or box:
fireman‘s outfit
consist of?  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 accessories
457 How many fireman‘s Ships shall be provided with at least 2 fire-fighters outfits.
outfits must you have Different trades such as tanker and gas carriers will carry more.
onboard your ship?
458 What is the
―International Shore
Connection‖?
The international shore connection is a
universal hose connection that is to be
provided on all ships as per the SOLAS
requirement. The purpose of the
International Shore Connection is to keep
a standby hose attachment to get a
connection from shore or from other
ships in case there is a total failure of
pumps onboard.
GENERAL:
459 What is meant by It is the ability of a ship to return to the upright when heeled by an external force e.g.
stability? when a beam swell rolls the vessel to one side, she must be able to return to the
 A ship with a large G.M. (much more than required 0.35m).

upright.
What is a ―stiff ship‖?
 It has a large righting lever
460
 The ship rolls violently with a short period of roll.

97
 Cargo can shift causing a list, or become damaged and very uncomfortable for
 A ship with a small G.M. - as you use fuel or water it decreases to less than
the crew. Can cause injuries
461 What is a ―tender ship‖?
 Ship has long lazy roll, hanging at the points of maximum heel with a long
0.35m minimum. It has a small righting lever
 In heavy seas taking water on deck, will reduce the G.M., which is very
period of roll.
 ―Stiff ship‖ – Correct by raising "G". Empty bottom ballast. Add top weight
dangerous and can cause the ship to capsize
 ―Tender ship‖ - Lower "G" by filling slack tanks. Add bottom ballast. Dump deck
462 How do you correct for a
―stiff‖ or ―tender‖ ship
cargo
463 What is the IAMSAR SOLAS chapter V Safety of Navigation requires ships to carry an up-to-date copy of
Manual volume III about? Volume 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, aircraft
and vessels to help with performance of a search, rescue or on-scene co-ordinator
function, and with aspects of SAR that pertain to their own emergencies.
464 Explain the expanded The CSP begins at the probable location of the target and expands outward in
square search. concentric squares. Accurate navigation is required to monitor the ship‘s position
towards course alteration points. All course alterations being 90º. The track spacing
which will vary depending on
visibility and sea conditions relative to the type of target.
98
465 Explain the Sector The sector search pattern is employed

Search Pattern. when the position of the target is known
with reasonable accuracy and the search
is over a small area, as in manoverboard,
or where the casualty has been sighted
and then lost.
A suitable marker is used as reference,
and dropped at the most likely position of
the target, i.e. smoke float or beacon. All
turns are 120º to starboard. Start pattern at
datum. This pattern gives a very high
probability of detection close to datum and
spreads the search over the probable area
quickly.
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 Parallel Used when the search area is large or where only approximate location is known
Search.
and uniform coverage is necessary.
 If water enters the ship, there will be a loss of freeboard and therefore an easier
Figure shows a two ship search. Can be used with 4 ships.
467 Why is it important to
 Entry of water into the ship reduces the reserve buoyancy

maintain the watertight access for seas onto the main deck .
integrity of your ship?
 The additional water can cause free surface effect.
 The additional mass, depending on where the water collects, could raise ―G‖
 There is a possible loss of stability, and a possibility of eventual capsize

and make the vessel tender
 Easier for deck hatches and doors to be damaged allowing further access of
 Water can flood below and cause major loss of stability and damage machinery
sea water
 Safety of crew on deck is compromised

 Equipment can be damaged.
 Keep man-holes closed
 Cover "spurling‖ pipes
468 What steps would you
take to ensure watertight
integrity?  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 are
 Ensure the emergency pump is working

cleaned regularly
 Carry out regular sounding of tanks and bilges

469 What is free surface  Water moving freely from side to side on the deck/or on factory deck or in slack
effect? tanks causes the center of gravity to move towards Z, thereby reducing the
righting moment (GZ x W)
99


470 What causes free surface Slack fuel and water tanks
effect?

Water trapped on deck, by blocked or jammed freeing ports and scuppers
Water in an open compartment caused by flooding
471 What is gross tonnage  It is the volume of the ship‘s enclosed spaces (all of them) in m³ multiplied by a
and what is it used for? constant, the answer being the gross tonnage. It has no value, it merely a
number of size.
Gross Tonnage = V(0.2 + 0.02 log10V) 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 of
harbour and light dues, etc.

Oral Questions With Answers For The Deck Officer

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1

ORAL QUESTIONS WITH ANSWERS FOR THE DECK OFFICER

TOPIC ONE: COLLISION REGULATIONS

 Safe Water – A red buoy with narrow vertical white stripes

 Isolated danger – A black buoy with wide horizontal red bands

 Prudent seamanship would stop her fishing in the lane as she

could become hampered by her gear when she is required to

 ―U‖ you are running into danger

 ―L‖ you should stop your vessel instantly.

A ―stand  Maintain course and speed

 When the draught makes it necessary

 In case of bank suction

 Shall be effective, made early, be apparent to the other vessel.

- Manoeuvrability with regard to: condition of loading, draught and trim

Meeting a WIG craft taking off or landing

(The V sheet or V flag is

Length >50m >20m - <50m >12m - <20m < 12m

TOPIC TWO: INSTRUMENTATION

(b) Name the principal parts of the binnacle

measurement so a change can be seen.

 The pressure change such as diurnal variation is 3mb below the

 The clear change in wind direction

 The sudden appearance of a long low swell, usually in the

 Cirrus clouds trailing in the approximate direction of the TRS.

 In northern hemisphere wind veers means you are in the

dangerous semicircle & backs means you are in the navigable

With the difference between the wet and dry bulb

 VHF radio – short range radio communications

modern vessels, the ability to take

 Keep it clean with soft soap and fresh water.

 Keep the hood (cover) on when it is not in use.

 Repairs should only be made by a compass manufacturer or other competent person

 GPS Compass - comprising 2, or preferably 3, antennas aligned symmetrically fore and

 Fluxgate Compass - uses a number of electrical coils wound on a magnetic core to

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

 'Precession', is that property which, when a couple is applied, causes the

 A transmission system is used to transmit the heading of the Master Gyro-

 It consists of a transmitter attached to the lubber ring of the Gyro-Compass,

 The repeater compass consists of a small d.c. step-by-step motor mounted in a

 Eventually we found out that:

It is important that the autopilot manual be studied to ensure proper functioning of

 Radar is now set up.

 show up any misinterpretation of the radar display or misleading appraisal of the

 the identity of fixed objects,

 the radar's overall performance,

 Aerial connection failure.

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

Summary of Admiralty Notices to Mariners, N019.

 Visual bearings and observations of terrestrial objects

 Ranges by visual observations

 The ability to scan ahead when determining upcoming alterations of course,

101 What alarms or Crossing safety contour Alarm

119 Describe the

The sextant relies on the optical

124 What are the (P) Perpendicular Error - (1st Error)

 Observe the direct and reflected views of the sextant arc.

 If it passes to one side, side error exists.

 Adjust the collar to correct for non-parallelism.

 Keep the sextant away from excessive heat and dampness.

 If the mirrors need re-silvering, take the sextant to an instrument shop.

What is the purpose  It lubricates the pivot.

 It also reduces the freezing point of the liquid