QUESTION AND ANSWER FOR MASTER ORAL EXAMINATION.

Master Mariner (UK).

CERTIFICATE/DOCUMENTS.

Q: What are the Statutory documents you will take over from outgoing Master ?

A: SAFETY & MARPOL:

1) Safety Construction Certificate. (SOLAS)

2) Safety Equipment Certificate. (SOLAS)
3) Passenger Ship Safety Certificate. (SOLAS)
4) Safety Radio Certificate. (SOLAS)
5) Load line Certificate.
6) Safe Manning Documents. (SOLAS)
7) Stability Booklet.
8) Certificate of Lifting Appliance.
9) Charts and Publication.
10) Operation Manuals.
11) De-rat Certificate.
12) FFA / LSA test and report.
13) Life raft servicing Certificate
14) GMDSS Certificate
15) ISM / SMS / DOC / SMC. (SOLAS)
16) MSNS / MINS / MGNS
17) Medical Locker / Stores / Narcotics
18) Declaration of Health
19) IMDG Code. (SOLAS)
20) IOPP Certificate.
21) Garbage Certificate
22) SOPEP
23) OLB
24) Exemption Certificate (SOLAS)

COMMERCIAL:

1) ISO 9002 QA
2) Registry
3) Tonnage
4) Light dues
5) Certificate of Class
6) B/L , Mate/R
7) Cargo manifest
8) Charter party
9) P & I Club information
10) Customs Documents
11) Port Clearance
12) Notes and Letter of Protest.

PERSONNEL:

1) Articles / Contracts
2) Certificate of Competency
3) Passport and CDC
4) Working Hours / Rest log
5) Cash / Bond Portage
6) Overtime / Stores
7) Provision / Stores
8) Personnel reports / appraisal

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 9) Training log
10) Medical.

As per SMS Company should have a checklist to go through to avoid missing any item.

Q: What you will enter in OLB

A: 1) The off going master should make an entry in the narrative section to the effect that he has
delivered to me all documents relating to the ship and the crew and both he and I would sign this entry.

2) I would add my Name and Certificate no. to the list on the front cover.

Q: What are the items cover by (1) Safety Construction (2) Safety Equipment (3) Load Line
Certificate ?

A: Safety Constructions:

1) Structural Strength
2) Machinery and electrical installations
3) Fire Protection
4) Windlass and Mooring equipment
5) Steering gears & requirements for UMS
6) Communications Bridge / ER and Bridge / Alternative steering position

Safety Equipment:

1) LSA & FFA Equipment,

2) Navigating Lights, Shapes & Sound Signals
3) Pilot Ladders & Hoist
4) Gyro Compass, Echo sounder, Nautical Publications, Emergency lighting.
5) OLB, Damage Control appliance.
6) Fire plan.

Load Line:

1) Assignment of freeboard and marking of Load Line

2) Ship’s structure and fittings for water-tight integrity ( i.e. hatch way’s, Ship side openings, Non-
return valve, Sounding pipe, Opening in ends of Superstructures, Vents, Air pipes, Freeing ports)
3) Crew Protection ( i.e. Crew access and guard-rails, life line).
4) Loadicator, Stability book.
Q: Certificate validity?

A: Name of Certificate validity

1. Safety equipment 2 year

2. International Load line 5 year
3. Certificate of registry 5 year
4. Safety Construction 5 year
5. Certificate of Fitness 5 year
6. IOPPC 5 Year
7. Safety Radio 1 year
8. De-rat Certificate 6 months
9. Safe Manning Certificate. 5 years
10. Life raft servicing Certificate 2 Years
11. GMDSS Certificate 5 Years
12. ISM / SMS / DOC/SMC 5 Years
13. Tonnage Certificate
14. Certificate of Class

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Q: What is a safe manning certificate? What would you fined on it and how it is determine? Validity?

A: Safe manning certificate: to confirms minimum person to be carried onboard a v/l to carried out full
operation.

The certificate would issued on the basis of minimum person required on to operate:
1. V/L to alongside,
2. V/L to cust off,
3. Port operation including cargo watch, gangway watch,
4. At Sea: a) Safe Navigation watch on Bridge.
b) Engine room Watch.
c) Radio watch.
5. Safety maintenance work in E/R.
6. Safety maintenance work on Deck.
7. Safe handle the operation in an emergency.
8. Environmental protection.
9. Cleanness for Fire safety.

Validity: nil.

Q: What is Note of Protest ? When to Note of Protest ?

A: NOTING PROTEST:

 Noting protest may help resist cargo loss or damage claims on the owner.
 A protest is a solemn declaration made on oath by Shipmaster that circumstances beyond his
control have, or may have, given rise to loss and / or damage to his ship or its cargo, or have
caused him to take action (such as leaving an unsafe port ) which may render his owners liable to
legal action by another party.
 A protest ( without an extension ) is a simple statement of fact, without added details.

WHEN NOTE OF PROTEST:

1) After every case of General average

2) After wind and / or sea conditions have been encountered which may have damaged cargo or
caused failure to make a cancelling date.
3) After Cargo is shipped in a condition likely to deteriorate during the forthcoming voyage.
4) After the ship has been damage from any cause.
5) After a serious breach of the C/P by the charterer or his agent ( e.g. Undue delay, refusal to load,
cargo not of a sort)
6) After the consignee fails to discharge or take delivery of the cargo or fails to pay freight.

 Protest should be noted as soon as possible after arrival and always with in 24h of arrival.
 If in connection with cargo, it should b noted before breaking bulk.

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 Search and Rescue

Q: What is Master obligations on having a distress message?

A: a) While in a position to able to provide assistance on receiving a signal from any source,
acknowledge receipt of message and is bound to proceed with all speed to their assistance. If possible
informing them or the search and rescue service that the ship is doing so, & enter in the OLB.

b) The Master of ship in distress or the search and rescue service concerned, after consultation, so far
as may be possible, with the master of ship which answer the distress alert, has the right to requisition one or
more of those ships such as the master of the ship in distress or the search and rescue service considers best
able to render assistance, and it shall be the duty of the masters of the ship or ships so requisitioned to comply
with the requisition by continuing to proceed with all speed to assistance of persons in distress.

c) Master of ships shall be released from the obligation imposed by paragraph (a) of this regulation on
learning that their ships have not been requisitioned and that one or more other ships have been requisitioned
and are complying with the requisition. This decision shall, if possible, be communicated to the other
requisitioned ships and to the search and rescue service.

d) The master of a ship shall be released from the obligation imposed by paragraph (a) of this
regulation, and, if the ship has been requisitioned, from the obligation imposed by paragraph (b) of this
regulation, on being informed by the persons in distress or by the search and rescue service or by the master of
another ship which has reached such persons that assistance is no longer necessary.

e) The provisions of this regulation do not prejudice the convention for the Unification of Certain of
Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the
obligation to render assistance imposed by article 11 of that Convention.

Q: What preparation you will make whilst proceeding for distress?

A:
 Establish a traffic co-ordination system among v/l’s proceeding to same area of distress.
 Radar plots on v/l’s in the vicinity.
 Estimate ETA’s of own and other v/l assisting.
 Asses distress situation to prepare for operation on scene.

On-Board Preparation :

Life Saving and Rescue equipment’s:

1) Life boat.
2) Inflatable life raft
3) Life jackets

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4) Survival suits for crew.
5) Life buoys
6) Breeches buoys
7) Line throwing apparatus
8) Portable VHF radios for communications with the ship and boats deployed.
9) Buoyant lifelines.
10) Heaving lines
11) Non-sparkling boat hooks or graping hooks.
12) Hatches.
13) Rescue baskets
14) Litters
15) Pilot ladders
16) Scrambling nets
17) International Cod of Signals.
18) On board radio ( MF/HF ) equipment’s
19) Fire fighting equipment’s
20) Portable ejector pumps
21) Binoculars
22) Cameras
23) Bailers and
24) Oars.

Signalling Equipment’s:
1) Signalling lamps
2) Search light
3) Torches
4) Flare pistol with colour coded signal flares.
5) Buoyant VHF/UHF marker beacons.
6) Floating lights
7) Smoke generators
8) Flame and smoke floats
9) Dye markers
10) Loud hailers.
Preparation for Medical assistance, including:

1) Stretchers.
2) Blankets.
3) Medical supplies and medicines.
4) Clothing.
5) Food.
6) Shelter.

Miscellaneous:

1) If fitted crane for hoisting on each side of ship with cargo net for recovering of survivors.
2) Line running from bow to stern at the water’s edge on both side for boats and craft to secure
alongside.
3) On the lowest weather deck, pilot ladders and man rope to assist survivors boarding the vessel.

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 4) Lifeboat ready for use as a boarding station.
5) Line throwing apparatus ready for making connection with either ship in distress or survival
craft.
6) Flooding light set in appropriate locations, if recovery at night.

Q: When vessel not Assisting?

A: The master deciding not to proceed to the scene of a distress due to sailing time involved and in the
knowledge that a rescue operation is under way should:

 Make an appropriate entry in the ship’s log book.

 If the master had previously acknowledged and respond to the alert, report the decision not to proceed to
the SAR service concerned.
 Consider reports unnecessary if no contact has been made with the SAR service.
 Reconsider the decision not to proceed nor report to the SAR service when vessel in distress is far from
land or in an area where density of shipping is low.

Q: What information you will gather from the survivors?

A: 1) What was the time and date of the incident?

2) Did you bail out or was the aircraft ditched ?
3) If you bail out, at what altitude ?
4) How many others you see leave air craft by parachute ?
5) How many ditched with the air craft ?
6) How many survivors did you see in the water ?
7) What floating gears had they ?
8) What was the total number of persons on board ?
9) What caused the emergency ?
10) What was the last known position ?
11) Were any of persons able to leave by life boat or raft ?
12) How long was the survivor in the water
13) Were search craft seen before, if so dates and times of sighting ?
14) Were any signals or devices used to try to attract the attention of search craft ? if so what
were they and when were they used ?
15) About their medical history
16) All information should be noted.

Q: What is the purpose of questioning ?

A: 1) To ensure that all survivors are rescued.

2) To attend to the physical welfare of each survivor.
3) To obtain information which may assist and improve SAR service.

 Care must be taken to avoid worsening a survivors condition by excessive interrogation.

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  If the survivors is frightened or excited, the questioner should assess these statements carefully.

Note: Questions should be asked avoid suggesting answers to the survivor. Explain that the
information required is for the success of the SAR operation and may be of great value for future SAR
operations.

Q: On-Scene Co-ordination

A: # The types of facilities involved in the response and the region of the SAR incident affect on-scene
co-ordination.
# Available facilities may be include:
 designated SRUs
 civil aircraft and vessels, military and naval or other facilities with SAR capability.
# In remote regions, SAR aircraft may not always be available, to participate.
# In most oceanic region, ships will normally be available, depending on shipping density.
# Ships may receive information from land-based SAR authorities or by monitoring distress traffic.
# No advice received from these authorities can set aside the duties of any master as set forth in
regulation V/10 of SOLAS 1974 (see appendix A).

Q: Who will be On-Scene Co-ordinator (OSC)?

A: 1. When two or more SAR facilities conduct operations together, the SMC should designated an OSC.

2. If this is not practicable, facilities involved should designate, by mutual agreement, an OSC.

3. This should be done as early as practicable and preferably before arrival within the search area.

4. Until an OSC has been designated, the first facility arriving at the scene should assume the duties
of an OSC.

5. When deciding how much responsibility to delegate to the OSC, the SMC normally considers the
communications and personnel capabilities of the facilities involved.

Q: What is duties of OSC?

A: # Co-ordinate operations of all SAR facilities on-scene.

# Receive the search action plan from the SMC or plan the search or rescue operation, if no plan is
otherwise available. (See Planning and Conducting the Search in this section.)
# Modify the search action or rescue action plan as the situation on- scene dictates, keeping the SMC
advised ( do in consultation with the SMC when practicable.)
# Co-ordinate on-scene communications.
# Monitor the performance of other participating facilities.
# Ensure operations are conducted safely, paying particular attention to maintaining safe separations
among all facilities, both surface and air.
# Make periodic situation reports (SITREPs) to the SMC. The standard SITREP format may be found
in appendix D. SITREPs should include but not be limited to:
 Weather and sea conditions
 the results of search to date
 any actions taken
 any future plans or recommendations.

# Maintain a detailed record of the operation:

 on-scene arrival and departure times of SAR facilities, other vessels and aircraft engaged in
operation
 areas searched

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  track spacing used
 sightings and leads reported
 actions taken
 result obtained.

# Advise the SMC to release facilities no longer required.

# Report the number and names of survivors to the SMC.
# Provide the SMC with the names and designations of facilities with survivors aboard.
# Report which survivors are each facility.
# Request additional SMC assistance when necessary (for example, medical evacuation of seriously
injured survivors).

Q: Planning and Conducting the Search

A: General:

 For surface and air facilities to search patterns and procedures must be pre-planned so ships and aircraft
can co-operate in co-ordinated operations with the minimum risk and delay.

 Standard search patterns have been established to meet varying circumstances.

Responsibilities of OSC

 The OSC should obtain a search action plan from the SMC via the RCC or RSC as soon as possible.
Normally, search planning is performed using trained personnel, advanced search planning techniques,
and information about the incident or distressed craft not normally available to the OSC. However, the
OSC may still need to plan a search under some circumstances. Search operations should commence as
soon as facilities are available at the scene. If a search plan has not been provided by the SMC, the OSC
should do the planning until an SMC assumes the search planing function. Simplified techniques are
presented below.

 Modify search plans based on changes in the on-scene situation, such as:
 arrival of additional assisting facilities
 receipt of additional information
 changes in weather, visibility, lighting conditions etc.

 In case of language difficulties, the International Code of Signals and Standard Marine Navigational
Vocabulary should be used.

 On assuming the duty, the OSC should inform the appropriate CRS or ATS unit and keep it informed of
developments at regular intervals.

 The OSC should keep the SMC informed at regular intervals and whenever the situation has changed.

 Planning the Search

Datum

 It will be necessary to establish a datum, or geographic reference, for the area to be searched. The
following factors should be considered:

 reported position and time of the SAR incident

 any supplementary information such as DF bearing or sightings
 time interval between the incident and the arrival of SAR facilities
 estimated surface movements of the distress craft or survival craft, depending on drift ( The two figures
following this discussion are used in calculating drift.) The datum position for the search is found as follows:

- drift has two components: leeway and total water current

- leeway direction is downwind
- leeway speed depends on wind speed
- the observed wind speed when approaching the scene may be used for estimating leeway speed of liferafts by
using the graph following this discussion ( Persons in the water (PIW) have no leeway while liferaft stability
and speed vary with or without drogue or ballast.)
- total water current may be estimated by computing set and drift when approaching the scene

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- drift direction and speed is the vector sum of leeway and total water current

 drift distance is drift speed multiplied by the time interval between the incident time, or time of the last
computed datum, and the commenced search time
 datum position is found by moving from the incident position, or last computed datum position, the drift
distance in the drift direction and plotting the resulting position on a suitable chart.

Total water current (kts)

leeway (kts)

drift (kts)

Computing drift speed and direction from total water current and leeway.

Datum 1

Drift distance (NM)

datum 2

determining a new datum

( drift distance = drift speed X drift time)

 Plot the Search area:

 draw a circle centred on datum with radius R.
 using tangents to the circle, from a square as shown below
 if several facilities will be searching at the same time, divided the square into sub-areas of the appropriate
size and assign search facilities accordingly.

Most probable area

datum

Use r =10 miles for initial area

 Search Patterns

Expanding Squire Search (SS)

 Most effective when the location of the search object is known within relatively close limits.
 The commence search point is always the datum position.
 Often appropriate for vessels or small boats to use when searching for persons in the water or other search
objects with little or no leeway.
 Due to small area involved, this procedure must not be used simultaneously by multiple aircraft at similar
altitudes or by multiple vessels.
 Accurate navigation is required; the first is usually oriented directly into the wind to minimize
navigational errors.
 It is difficult for fixed-wing aircraft to fly legs close to datum if S is less than 2 NM.

4s

2s

3s s s 2s 4s
3s

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 5s

Expanding squire search (SS)

Sector Search (VS)

 Most effective when the position of the search object is accurately known and the search area is small.
 Used to search a circular area centred on a datum point.
 Due to small area involved, this procedure must not be used simultaneously by multiple aircraft at a
similar altitudes or by multiple vessels.
 An aircraft and a vessel may be used together to perform independent sector searches of the same area.
 A suitable marker ( for example, a smoke float or a radio beacon ) may be dropped at the datum position
and used as a reference or navigational aid marking the centre of the pattern.
 For aircraft, the search pattern radius is usually between 5 NM and 20 NM.
 For Vessel, the search pattern radius is usually between 2 NM and 5 NM, and each turn is 120º, normally
turned to starboard.

 FURTHER ACTION ON COMPLETION OF INITIAL PHASE

 The OSC will normally consider the initial phase to have been completed when, in the absence of further
information, searching ships have competed one search of the most probable area.
 If at that stage nothing has been located, it will be necessary for the OSC to consider the most effective
method of continuing the search.
 Failure to locate the search object may be due to one or more of the following causing:

ž errors in position owing to navigational inaccuracies or inaccuracy in the distress communications reporting
the position. This is especially likely to apply if the position of datum was based on an estimated position using
incomplete information
ž an error in drift estimation
ž failure to the search object during the search although it was in the search area. This is most likely to occur if
the search object is a small craft, or survivors in the water
ž the craft having sunk without a trace. Other than the case of a small ship or craft in rough weather,
experience has shown that there are usually some trace, even if only debris or oil patches.

 Navigational inaccuracies of Searching Ships

 This is most likely to apply when navigational fixes cannot be obtained. In this situation, the OSC may:
ž re-search the same area, allowing for added drift during the time elapsed since calculating last datum;
ž expand the most probable area, after allowing for added drift, and search the expanded area; or
ž expand the area more in one direction than another, depending on circumstance and information available.

 Determine a new probable area based upon any additional information received.
 Where information is received to indicate that the original datum was grossly inaccurate, determining an
entirely new probable area would be advisable.
 A small search object, which is easily missed in the day time, may become visible at night time if it shows
lights, flares, or other pyrotechnics.
 The OSC should, therefore, consider using surface craft at night to re-search areas covered by day.
 It is good practice when searching for survivors in small craft, in survival craft, or in the water, to stop the
engines occasionally at night and in restricted visibility by day to listen for cries for help.

 Evidence of Distressed Craft Found

 In some case, the search may provide evidence of the distressed craft without survivors being found.
 This evidence may provide information for a recalculation of datum and revision of the search area.
 A low-lying, half-sunken loaded ship or aircraft may drift more slowly than a floating survival craft, even
if a drogue is used.
 A derelict may drift at a considerable angle off the prevailing wind direction.
 When wreckage is located it usually consists of debris, possibly with an oil slick.
 Should this have come from the distressed craft, survival craft will usually be found downwind from the
debris.

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Q: Where will you get the information regarding search pattern.

A: In IAMSAR.

EMERGENCIES

V/L AGROUND :

A: Take the con & follow Emergency checklist procedure from International Chamber of Shipping
1) Stop Engines
2) Sound general emergency alarm - head count, look for casualty, establish communication inform
all department.
3) Close watertight doors, if fitted
4) Order chief officer for damage assessment.
- Water tight integrity of hull and subsequent breaches of same.
- Obtain sounding form all tanks, bilge’s, hold
- Condition of machinery space.
- Details casualties.
- Any fire risk
- Any other information regarding associate problems.
5) Maintained VHF watch.
6) Exhibit light / shapes and any appropriate sound signals
7) switch on deck lighting at night
8) Check hull for damage
9) Sound bilge’s and tanks.
10) Visually inspect compartments where possible
11) Sound around the ship.
12) Determine which way deep water lies
13) Obtain information on local currents and tides, particularly details of the rise and fall of the tide.
14) Reduce draught of ship.
15) Make Ship’s position available to Radio / GMDSS room
16) Broadcast Urgency / Distress massage as required.

 Inform local authorities / owner with position, extent of aground, weather, wind, sea, and swell,
Condition of hull and machinery, any visible damage, and of the possibilities of re-floating. As
well as available assistance, P & I, flag state control, Agent of last and next port of call, coast
guard, classification society.
 As soon as possible report MAIB as stranded.

COLLISION

 Take the con.

 Stop/manoeuvre the ship so as to minimise effects of collision. (leave one v/l embedded to other unless
there is a fire risk, explosion or toxic escape from other v/l, which could endanger the safety of your v/l
and crew.
 Sound general alarm.
 Mustering all crew/head count. Establish communication.
 Close water tight door.
 Inform engine room/ other department.
 Order radio officer to standby radio room for obtaining v/l’s position
 Deck light on / not under command signal hoisted.
 Order engine room to start pump out from damage compartment.

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 Stand by life boat ready to embarkation dk.
 Order chief officer for damage assessment.

1. Water tight integrity of hull and subsequent breaches of same.

2. Obtain sounding form all tanks, bilge’s, hold
3. Condition of machinery space.
4. Details casualties.
5. Any fire risk
6. Any other information regarding associate problems.

 If any compartment damaged and ingress of water exist :

1. List the v/l over to raise damage area above water line
2. Build and position collision patch.
3. Co-ordinate pumping out on to effected area

 Transmit URGENCY signal if appropriate

 Transmit DISTRESS signal if appropriate
 {{Investigate safe port operation, and/or beaching situation in order to save the v/l from being totally lost.
 If delaying tactics are not holding the situation transmit the distress signal and order an abandonment to
save life.}}
 Calculate damage stability
 Inform owner, P & I, classification society, flag state control, Charterer, Agent of last & next port of call &
coast guard.

IMMEDIATE STATUTORY DUTIES :

 Standby for render assistant provided own v/l’s and crew safety,
 Exchange information between both the v/l : Name of v/l., Port of registry, Last port call, Next port of call.
 Entry into the OLB.
 Inform MAIB.

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 GMDSS

Q: What equipment do you have onboard for GMDSS?

A: 1. SART.
2. EPIRB.
3. VHF with DSC ch 70.
4. VHF with ch 16.
5. NAVTEX.
6. INMARSAT.
7. MF/HF.
8. NBDP.
9. Two way Radio telephone.

Q: What check would you carry out on GMDSS equipment?

A: Daily- Printer,
Paper,
Power on/off, Battery power supply,
DSC internal,
VHF, MF/HF without radiation.

Weekly- DSC external-UK 2187.5 khz

MF/HF - routine - Channel assign on ALRS Vol-1
Log-entry.
VHF- Hand Held Rx/Tx channel other than ch-16.
Two-way Radio internal
Emergency Generator.

Monthly- EPIRB- Physical test, HRU, Battery date (max cont. opp.
hour-48), Lanyard, readily excessable to life
boat/survival craft.
SART- Physical test in conjunction with 3cm radar, 9.4
Ghz., Battery date ( 96 hrs stby mode, 8 hrs Tx
mode.)
Emergence battery power supply.- s. gravity, E/lite level,
terminal clean.
Aerials.

Q: What is MAIB?

A: MARINE ACCIDENT INVESTION BRANCH.

Operates independently of MSA, investigates

1) Accident at sea and onboard ships

2) Dangerous occurrences at sea,

Aim -Determining what caused an accident in order to prevent it from happening again.
- Publishes reports on accidents with recommendations and lessons to be learned.

Duties - defined in the MS regulations 1994.

- Employs a staff of professional and support staff (Inspectors)

The Inspectors

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Professional inspector are come from 3 Marine disciplines 1. Nautical. 2. Engineer. 3. Naval architecture.
Others from recent seagoing or specialist knowledge. Inspectors are available to travel at short notice to
wherever a ship has been involved in an accident.

Investigation:

 Administrative Inquiry: for less serious cases where enquires are made by correspondence or
telephone, without need for visits

 Inspector’s Investigation: for more serious case where witness are interviewed and ship is visited
where that is feasible; and

 Inspector’s Inquiry: called by Chief Inspector of Marine Accidents in the cases of major
accident. This is a very comprehensive investigations, usually carried out by a team of MAIB inspector.

Q: Define the Accident, Major and Serious Injury, Dangerous Occurrence, and Hazardous Incident?

A: An accident is an undesired event results in personal injury, damage or loss. Accidents include:
- Loss of life or major injury to a person on board or when a person is lost from a vessel;
- The actual or presumed loss of a vessel, its abandonment or material damage to it;
- Stranding or collision;
- disablement and also material damage caused by a vessel.

A major injury means:

- any fracture, other than to the fingers or toes;

- any loss of limb or part of a limb;
- dislocation of the shoulder, hip, knee or spine;
- loss of sight;
- penetrating injury to the eye;
- any other injury leading to hypothermia or to unconsciousness, or requiring resuscitation, or requiring
admittance to hospital or to an off-shore sick-bay for more then 24 hours, or if at sea requiring confinement to
bed for more than 24 hours.

A serious injury means:

- any injury, other than a major injury, to a person employed or carried in a UK vessel which occurs on board
or during access which results in incapacity for more than three consecutive days of the accident; or
- as a result of which the person concerned is put ashore and the vessel sails without him or her, unless the
incapacity is known or advised to be of three consecutive days or less, excluding the day of the accident.

A dangerous occurrence
is an incident which might have been liable, taking into account the circumstance, to cause serious injury or to
cause damage to the health of any person, and includes:

- any person falling overboard;

- any fire or explosion;
- the collapse or bursting of any pressure vessel, pipeline or valve or the accidental ignition of anything in a
pipeline;
-the collapse or failure of any lifting equipment, access equipment, hatch-cover, staging or bosun’s chair or any
associated load bearing parts;
- the uncontrolled release or escape of any harmful substance or agent;
- any collapse of cargo, unintended movement of cargo sufficient to cause a list, or loss of cargo overboard;
- any snagging of fishing gear which results in the vessel heeling to a dangerous angle;
- the parting of tow-rope;
- any contact by a person with loose asbestos fibre except when full protective clothing is worn.

A hazardous incident
is any incident or event, not being an accident or a dangerous occurrence, by which the safety of ship or any
person is imperilled, or as a result of which serious damage to any ship or structure or damage to the
environment might be caused.

Q: Reporting of Accidents

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A: Accidents must be reported as soon as possible, by the quickest means available. This can be direct to
the MAIB by telephone, fax, telex or e-mail, or to any Maritime Safety Agency (MSA) Marine Office or by
VHF to HM Coastguard.

Serious injuries and dangerous occurrences must be reported within 14 days, or within 14 days after arrival at
the next port if the vessel is at sea at the time of the occurrence.

These reporting requirements apply to merchant and fishing vessels, and sport or pleasure vessels when used
commercially. However, other leisure craft skippers or crews may report accidents to the MAIB if they so wish.

SALVAGE

Q: Engine break down in mid-Atlantic. TRS expected, One Ship offers assistance but not on LOF.
Demands its own condition, What will you do ?

A: As the safety of my crew is prime, I will took his terms and condition under protest which will be
monitored by coast radio station and make a OLB entry, This was to protest owner’s interest.

Q: What is the general rule, when v/l in danger, about seeking advice instructions from owners ?

A: Always to seek the advice and instructions of the owners, but only if time allows. I should
immediately call for assistance from any available source if I think it necessary for the safety of my ship, crew,
passengers and cargo.

Q: When several ships of different types and size offer their services, What assistance would you
accept?

A: The assistance that seems the most reasonable, taking into account the value of the assisting ships,
their ability to perform the salvage services and the amount of their deviation from their intended routes.

Q: Under salvage condition, What consideration should be uppermost in your mind, in addition to
any threat to life, your ship or the cargo ?

A: The necessity to avoid or reduce the risk of pollution, i.e. harm to the environment.

Q: In deciding weather to accept salvage assistance, what circumstances would you take account
of ?

A:1) Safety of personnel. 2) Proximity to the shore or shoal water

3) Weather and sea conditions 4) Current and tide
5) Nature of sea bed and shore line 6) Potential for safe anchoring
7) Availability of assistance. 8) Damage already sustained by ship.
9) Risk of further damage to ship.
10) Prospect of maintaining communications.
11) Threat of pollution and
12) 12) Manpower and material requirements.

Q: If a v/l is in danger, are you, as Master of a nearby ship, under any obligation to save the v/l itself
?

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A: No. Shipmasters are under a statutory obligation to save human life only, and to prevent harm to
marine environment. The first priority is to decide how to save lives onboard, and then think about protecting
the marine environment and finally about saving the ship if circumstances permit.

Q: What would be you considerations as Master before offering a tow ?

A: A v/l requiring a tow is not necessarily in distress. I would therefore carefully consider:

1) Weather the contract of carriage gives my vessel liberty to tow.

2) Weather I have sufficient reserve ( fuel, water, provision ) throughout and after tow.
3) Weather there is a possibility of missing a cancelling date under the charter party.
4) Weather the nature of my cargo permit.
5) Machinery is of adequate power and in good enough condition for towing.
6) Weather the value of v/l requesting tow, plus her cargo, is likely to be sufficient value to merit a
salvage service by my ship.

Q: Having agreed in principal to giving another v/l a tow, What would be your considerations as
Master?

A: 1) Has an agreed to salvage under LOF 95 terms bee made ?

2) Has a port of destination / place of safety been agreed ?
3) Have I notified by owners and charter’s so that additional hull insurance can be arranged if
necessary ?
4) Are proper records of all events and circumstances to date being kept.

Q: What are the difference between the old OLF and LOF 95

A: On new LOF, the claming percentage for salvage have changed from 30% to 100%.

MASTER AND CREW

Q: Two hour before sailing you found 3/E is not on board, as Master what action would you take ?

A: As Master, must ensure that the ship does not proceed to sea unless there is on board a valid Safe
manning document and manning of the ship complies with it. There is no provisions for sailing short-handed.

If a 3/E is listed on the SMD, I would not sail until a replacement was found. I would sign the 3/E off
is his absence and leave his gear with the agent.

Notify local proper officer, owner and make an OLB entry.

Q: What is the most serious offences under the Merchant Navy Code of Conduct? Or dismissal
offence?

A: Dismissal offence:

There are: 1) assault

2) Wilful damage to the ship or Property on board.
3) Theft, or possession of stolen property
4) Possession of offensive weapons
5) Persistent or wilful failure to perform duty
6) Unlawful possession or distribution on drugs
7) Conduct endangering the ship or person on board
8) Combination with others to impede the progress of the voyage or the navigation of the ship

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 9) Disobedience of orders relating to the safety of the ship or of any person on board
10) Being asleep on duty or failing to remain on duty if this prejudiced the of the ship or any
person on board
11) Incapacity through drink or drug to carry out duty to the prejudice of safety of the ship or of
any person on board
12) To smoke, use a naked light or unapproved electric torch in any part of a ship carrying
dangerous cargo or stores where smoking or the use of naked light or unapproved troches is
prohibited
13) Intimidation, Coercion and / or interference with the work of other employees
14) Behaviour seriously detracting from the safe and/or efficient working of the ship
15) Conduct of a sexual nature, or other conduct based on sex affecting the dignity of women and
men at work which is unwanted, unreasonable and offensive to the recipient
16) Behaviour seriously detracting from the social well-being of any other person on board
17) Causing or allowing unauthorised persons to be on board whilst at sea
18) Repeated commission of lesser breaches after warnings have been given.

Q: What are the lesser offences?

A: 1) Not justifying dismissal in the particular case

2) Minor act of negligence, neglect of duty, disobedience and assault
3) Unsatisfactory work performance
4) Poor time keeping
5) Stopping work before the authorised time
6) Failure to report to work without satisfactory reason
7) Absence from the place of duty or from the ship without leave
8) Offensive or disorderly behaviour. Some companies add breaches related to special trading
patterns, etc.

Q: How would you deal with an alleged serious breach of the code of conduct that was referred to
you?

A: I would deal with it as soon as possible , and in person. I would first convene a formal hearing in my
office, with accuser and accused present. I would tell the seafarer that he may be accompanied by a friend who
can advise him and speak on his behalf (like a solicitor or counsel in court), and that he (or his fiend) may call
any witnesses he chooses and question them on their evidence. When ready to start, I would inform the
seafarer of the alleged breach (referring to the particular paragraph and sub-paragraph of the Code of Conduct)
and ask him if he admits or denies the allegation. (If he admitted it, there would be no need for any evidence to
be called, except in mitigation, or for cross-examination.) I would tell the seafarer he may make any statement
he wishes in answer to the alleged breach, including comments on evidence produce against him. I would hear
all the evidence (against and for the seafarer) and any cross-examination of the evidence. Then, after
considering the evidence, I would orally inform the seafarer whether or not I found that he had committed the
alleged breach. If I did so find, I would impose a sanction with I considered reasonable in all the
circumstances, taking in to account his record on the ship and any other relevant factors.

Q: What sanctions may you (as master) impose under the Code of Conduct, if you find a seafarer
guilty of a breach of the Code?

A: 1) A formal (oral) warning record in the OLB

2) A written reprimand, also recorded in the OLB, or
3) Dismissal from the ship, either immediately (if in a UK or overseas port), or at the next port.

Q: In what circumstances could you arrange for the dismissal of a seafarer and his repatriation to
the UK from an overseas port of call?

A: If I found (after a properly conducted hearing) that he had breached of code conduct and I decided
that his continued presence on board would be detrimental to the efficient and safe running of the ship or to the
maintenance of the ship or to the maintenance of harmonious personal relations on board.

Q: What precautions would you take when holding a hearing of a disciplinary case, to protect the
employer’s legal position ?

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A: I would ensure, especially where dismissal was my chosen sanction, that the hearing was conducted
exactly as laid down in the in the code of conduct, i.e. in accordance with the principles of natural justice. I
would ensure that I made a formally-announced finding that the seafarer had committed a serious breach of
code of conduct and that the man was given copies of all the statements made in the OLB, and that he signed
acknowledging receipt of them.

Q: What would you write in the official log book concerning a disciplinary case ?

A: Full detail of alleged breach and the action taken by me in response to it.

Q: What document(s) should an accused seafarer be given

A: A copy of every OLB entry relating to his case and it has to be acknowledge receipt by signing.

Q: What action would you take if a seaman, who appeared to be drunk, complained to you about
the food at 2100hrs, while you were watching a video?

A: Ensure the safety of ship, personnel and the seaman himself, if necessary. Find out when he is next on
watch (at 2400h). Sober him up - until then he’s potential liability to others. Discipline him he’s sober, if
necessary. His complain may be genuine, but I have no duties to investigate unless there are 3 or more
complainants. Make OLB entry.

Q: What action would you take regarding a seaman who was drunk onboard while on duty ?

A: Ensure safety of the ship, personnel and the seaman himself. Remove him from duty and substitute
another. Sober him up. Discipline him in accordance with the code of conduct, if practicable . (was he drunk
enough to jeopardise safety and personnel ?) The offence may justify dismissal.

Q: What action would you take regarding a seaman who was drunk onboard while off duty ?

A: Ensure safety of the ship, personnel and the seaman himself. If no threat to the safety, take no action
beyond an informal caution unless company’s, charterer’s or ship’s rules prohibit alcohol. Perhaps give a D &
A tests before he starts work again.

Q: Why should a seaman not be drunk when off duty ? Why caution the man in the above case ?

A: Every person on the muster list should be able to perform his or her duties at any time, whether in
port or at sea.

Q: What entries should you make concerning a seaman left behind ?

A: 1. An entry recording any provision made on the employer’s behalf to ensure that the proper
officer has been informed of the seaman’s leaving behind.
2 .An entry recording the date and place of leaving the seaman behind and the reason for leaving
behind.

Q: What matter may seaman complain about that are specially provided for in merchant shipping
legislation ?

A: Provision and water supplies.

Q: Under what conditions do seaman in a ship have a statutory right to complain to the master, and
what is the master required to do about any rightful complain ?

A: If three or more seaman in a ship consider that the provisions or water supplied are not in accordance
with regulation (because of bad quality, unfitness for use or deficiency in quantity), they may complain to the
master. The master must investigate the complaint.

Q: Inspection for crew accommodation?

A: At least every 7 days, by master or an officer appointed by him accompanied by.

The master must cause an entry to be made in the OLB, regarding

1) The time and date of the inspection

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 2) The name and ranks of the inspectors and
3) Particulars of any respect in which the accommodation or any part of it was found by either
inspector not to comply with the regulations.

To be inspect for:

1) Crew accommodation is maintained in a clean and habitable condition.

2) All equipment and installation required by the regulations is maintained in good working order.
3) All crew accommodation, except store room, is kept free from stores and other property not
belonging to or provided for the use of the crew.
4) Cargo is not kept in any part of the crew accommodation and
5) Accommodation provided under the regulations is not used by passengers.

ARRIVAL AND DEPARTURE.

Q: Under what circumstances would you decide to make for a port of refuges?

A: When it becomes unsafe to continue the voyage for any reason, e.g. a dangerous shift off cargo; an
unextinguishable fire; after suffering serious hull damage (e.g. from grounding, collusion, heavy weather, loss
painting); a main machinery failure not repairable at sea; loss of propeller or rudder.

Q: Who would you inform that you are making for a port of refuge, and what requests would you
make to these parties?

A: Owners; Charterers; agent at original destination port. I would request owners to nominate an agent
for me to contact at the port of refuge, and the P&I club correspondent. Owners would contact the
classification society surveyor. On contacting nominated port agent, request him to notify relevant official (port
state administration, harbour authority, customs, immigration, port health, etc).

Q: Your ship is 2 hours from the pilot station. What general preparations would you make for
arrival in port?

A: Pre-arrival checks (anchors cleared, test engines astern, E/S running, navigational gear all working,
parallel indexing). Make pilot boarding preparations. Send pre-arrival massages. Check port entry
publications. Close the bonded store. Have all customs declaration forms (if on board) and stores list, crew
lists, etc. completed. Have proper courtesy ensign ready.

Q: What messages would you send before arriving at a port on a large ship?

A:
1. ETA to the agent, with a request for berth details, crew relief arrangement, etc. and giving
requirements for cash, provisions, bunker, FW, etc.
2. request for boatmen/linesmen, also to agent
3. request for a pilot-sometimes made direct to a pilot station or harbour authority, or via agent
(check admiralty sailing directions for appropriate method)
4. notification to Port health authority of any circumstances requiring the attention of the Port
Medical Officer. (At a UK port the message must arrive 4-12 hours before the ship.) I would also
show health clearance signals.
5. confirmation to port authority that all equipment is in good working order before entering port
limits (usually made by VHF when near fairway)
6. if carrying dangerous goods or polluting goods, a check list for vessels carrying dangerous or
polluting goods
7. I would check the charterparty for any special instructions about messages to be sent. Request for
tug(s) might be in conjunction with pilot request.

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 BUNKERING

Q: If your vessel was on a time charter for 6 months, which party would be responsible for
purchasing bunker fuel ?

A: The time Charterer.

Q: What precautions would you take where the time charterer is buying bunkers?

A: I would check that he was ordering fuel of the correct specification. The specification should have
been agreed between the owners and charterers and should be listed in the C/P.

Q: What precautions would you take when ordering bunkers to protect the owners’ interests as far
as bunker quality was concerned?

A: In consultation with Chief Engineer, I would check the engine operation manuals, and if on time
charter, the bunker clause. I would order the bunkers specifying an approval fuel standard, e.g. ‘BSMA 100’
rather then specifying only a type and viscosity, e.g. ‘IFO 180’ I would have the C/E check that bunkers
presented for loading mach the ship’s requirements and specification ordered. I would have the C/E make
accurate tank sounding before commencing bunkering in order to verify the amount delivered. I would have
the C/E make a compatibility test to confirm that bunker presented are compatible with fuel already on board
and see that bunker are loaded into empty tanks if possible, and kept separate from the other bunkers until any
analysis had been completed. I would also see that the vessel is, so far as possible, maintained upright and on
even keel throughout the bunkering operation, and that samples of oil loaded were taken at regular intervals at
the manifold.

Q: What other precautions would you take when bunkering?

A: I would that local and international regulations are complied with throughout the operation; that
scupper are fitted before commencing bunkering; that drain plug in manifold and fuel tank air pipe
containment save-alls are in place before commencing bunkering; that the communication are established with
the supply control position and signal to be used are understood by both side; that a maximum pumping rate
and pressure are agreed with the supplier; that the condition of hoses and couplings is checked before (and
after) bunker; that blanks and number of required nuts and bolts, etc. are checked before bunkering; that the
required hose lengths ( allowing for ranging of vessel ) are checked before bunkering; that valves are in the
required positions before bunkering and that tank vent pipe are free from obstruction; that barge or shore tank
soundings and/or meter reading are checked before (and after) bunkering to help avert any problems
concerning quantity; that frequent soundings are taken during the bunkering operation; that the rate of delivery
is slowed down while topping off; that ample warning is given to the supplier to reduce the delivery rate and
final shutting off; that accurate sounding of tanks are taken after bunkering and compared with pre-loading

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soundings to determine the quantity delivered; and that the Oil Record Book, and deck and engine room log
book are completed immediately bunkering with accurate details of the operation.

Q: What are the possible consequences of not having proper procedures for bunkering operation?

A: 1. Harbour pollution
2. a fine on the owners/operators
3. a fine on me as master
4. detention of my ship
5. an adverse effect on owner’s deductibles and standing with their P & I club.
6. loss of ISM certification.

Q: What action would you take if a spillage occurred during bunkering?

A: I would take immediate steps to:

1. Stop the bunkering operation
2. minimize the spread of the oil in the harbour, taking all possible action to contain the spillage
until shore assistance arrives, but without using any dispersants for which approval had not
previously been obtain
3. stop any hot work on board or nearby vessels and quays
4. contact harbour authorities (on VHF if possible); ship’s agent; P & I club correspondent;
owners/managers;
5. make statutory report to MAIB and coastal state administration
6. obtain samples of the oil from which the spillage came
7. establish the facts and (before investigators arrive, if possible) write a full report of the
occurrence, stating all efforts taken by the ships crew to deal with the spillage
8. attempt to establish the quantity of oil spilled. Together with my officers and crew I would work
closely with the local authorities in the clean-up operation.

Q: What arrangements would you expect the Chief Engineer to make for taking bunker sample?

A: I would expect the C/E to take at least two samples during the bunkering. If the vessel carries onboard
fuel test kit, the C/E should carryout a sport analysis and , if this indicate the fuel is unsuitable, a full analysis
should be carried out at an approved shore laboratory before the bunker are used. In any event, one sample
should be retained on board until all bunkers loaded have been burn without problem, while other should
forwarded to an independent fuel analysis service. Sample of oil loaded during bunkering should be sealed,
dated and signed by the Chief Engineer and supplier.

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 ISM.

Q: International Safety Management Code.

A: Definition:

ISM means the International Safety Management Code for the safe operation of Ships and Pollution
Prevention.

Objective:

1) To ensure safety at sea, prevention of human injury or loss of life and avoidance of damage to the
environment.
2) Provide for safe practices in ship operation and safe working environment.
3) Establish safeguards against all identified risks.

Elements:

1) Policy: company have to develop a policy for safety and environment protection policy.

2) Procedure: Company to establish procedure to ensure safe operation of ships and protection.

3) Designated person: Person ashore having direct access to the highest level of management.

4) Master Responsibility and Authority:

 Implementing the safety and environmental protection policy of the company.
 Motivating the crew in the observation of that policy.
 Issuing appropriate order and instruction in a clear and simple manner.
 Verifying specific requirements are observed and
 Receiving the SMS and reporting its deficiencies to the shore based management.

5) Resource and Personnel:

 Company should ensure master properly qualified and fully conversant with company’s SMS.
 Company should ensure each ship is manned with qualified, Certificated and medically fit
seafarers and given proper familiarisation with their duties.

6) Shipboard operations: Company should established procedures for the preparation of plans and
instructions for key shipboard operations concerning the safety of the ship and prevention of
pollution.

7) Emergency preparedness: Company should established procedures to identify, describe and

respond to potential emergency shipboard situations, and programmes for drills and exercises.

8) Non-Conformities & Reportings: When any work goes out of plan. Company should establish
procedures for the implementation of corrective action.

9) Maintenance of the ship and equipment: Company should ensure inspection held, any Non-
Conformity is reported, appropriate corrective action taken and all activities recorded.

10) Documentation’s: Company should establish and maintain procedures to control all
documents and data which are relevant to SMS.

11) Internal audit: Company should carryout internal audit to verify all policy implemented.

12) External audit: To verify company and ship are working as per SMS.

13) Certification: Safety Management Certificate to be given to a ship after audit.

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 LSA

Q: Life saving appliances for all ship.

A: 1) 3 two-way VHF radio telephone.

2) Radar Transponder-1.
3) 12 rocket parachute flare.
4) On board communication (Fixed or portable) between emergency control station, muster and
embarkation station, and alarm system and public address system on passenger ship.
5) Muster List-Operating instructions.
6) Life buoys:

Length of the ship in meters Minimum no. of life buoys

Under 100 8
100 and under 150 10
150 and under 200 12
200 and over 14

 at least 2 with buoyant life line

 at least ½ with self-igniting lights
 at least 2 with self-activating smoke signals

7) Life jacket
 For adult-100% + 5% extra
 For Children-10% of the number of passenger on board
 Life Jacket for persons on watch and remotely located survival craft.
 Life Jacket shall be fitted with light.

8) Immersion Suit and thermal protective aids:

 At least three immersion suit, and thermal protective aids for person onboard not provided with
immersion suit for each life boat. But it is not required if
 has totally enclose life boats on each side.
 constantly engage on a voyage in warm climates.

9) Survival craft.
 Totally enclose life boat both side 100%.
 Life raft aggregated 100% when easily transferable from one side to another or 100% each side.
 Horizontal distance if more than 100m from nearest survival craft then another life raft to be
place fwd or aft.

10) Rescue boat: one.

11) Training manual.
12) Line throwing appliances: 4 nos.

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 FFA

Q: Fire protection regulation

A: For Class 7 vessels

 Fire Main:
Vessel to be fitted with a fire main, water service pipes and hydrants with no other connection other
then for washing down.

 Appliances:
Sufficient appliances to ensure at least two jets of water to any point from separate hydrants.

 Hoses:
One hoses for every 30m of ship’s length (minimum 5). Total length of at least 60% ship’s length,
Plus one spare hose. (Engine Room extra)

 Hydrant:
Sufficient to produce two jets of water at any point. Each machinery / boiler space to have at least 2
hydrant, one each side, plus one in the shaft tunnel.

 Fire Pumps:
Two fire pumps + one other pumps (general service, ballast or bilge’s pump) each capable of
producing two jets of water from separate hydrants. If all pumps are in same compartment (usually E. R.) an
independently driven emergency fire pumps is required out side that compartment.

 Portable fire extinguishers:

Sufficient extinguisher so that at least one is readily available in any part of the accommodation or
service space. Not less then 5 ( 3 if under 1000t) , spare charges for 50% of each type unless not readily
recharged in which case an additional extinguisher of the same type must be provided.

 Fixed Smothering System:

Ships 2000t or over to be provided with fixed gas smothering system for every cargo space. An
exemption may be granted if ship only carries bulk cargoes of low fire hazard and the v/l is fitted with steel
hatches and all openings to that compartment can be sealed. Ro/Ro cargo space not capable of being sealed to
be protected by a fixed water spraying system instead.

 Boiler room:
A fixed smothering system-pressure water, gas or foam. In each boiler space a large foam extinguisher
(min.135 litres) or CO2 equivalent (min. 45 kg). Plus one portable extinguishers plus 0.3m³ sand and a scoop.

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 Engine room-diesel
A fixed smothering system-pressure water, gas or foam, and a 45 litre foam extinguisher or a 16 kg
CO2 extinguisher, plus a portable foam applicator unit. Sufficient portable extinguishers (min 2) so that at
least one is not more than 10m walking distance from any point.

 Engine room-steam
Sufficient 45 litre foam or 16 kg CO2 extinguisher to reach any part or a fixed system - water
spraying or gas smothering. Sufficient portable extinguishers (min 2) so that at least one is not more then 10m
walking distance from any point. Where such space are periodically unmanned, a fixed system - water spraying
or gas smothering.

 Unmanned E.R. (UMS):

Automatic fire detection and alarm system

 Fireman’s Outfits:
Over 4000t: 4. 2500t-4000t:3 under 2500t:2
One outfit to be of the air hose type, remainder self contained type.
 Ship/Shore Connection.
For class 7 (T)

In addition to the above:

 Inert Gas system:

Required if tanker over 20,000t and carrying volatile oil; also required if engaged in crude Oil washing.

 Fixed deck foam System:

To provide 50mm foam on deck in no than 15mins. (150mm in machinery spaces / boiler rooms)

 Pump room:
Fixed fire extinguishing system operable from outside compartment.

 Fireman’s Outfits:
At least 4. One air hose type, remainder self contained.

For class 1

In addition to class 7 requirements:

 fire detection
Fire patrol system plus manual fire alarm in passenger/crew spaces. Fire detection and alarm system for
inaccessible spaces.

 Fire pumps
At least 3 if over 4000t.

 Fire hoses
One for each hydrant.

 Fire Main
Permanently pressurised or readily accessible remote control for pumps.

 Public address System

For all accommodation, public and service space. Special crew alarm system (may from part of general alarm
system).

 Portable Extinguishers
On each deck: 2 portable extinguishers within floodable zone below the bulkhead deck. Above that, One
portable extinguisher each. One portable extinguisher and asbestos blanket per galley (two of each if galley
area more then 45m²). One portable extinguisher per control room (radio room, navigating space, central fire
recording space, emergency generator space). In spaces carrying motor vehicles: two extinguishers suitable for
oil fires for each 40m of deck space, at least one each side & at least one each access point. In addition, two
foam applicators for use in these spaces.

 Fireman’s Outfits:
Two fireman’s outfits plus two extra outfits for each 80 metres of length of passenger / service space.
One to be of air hose type, remainder self contained.

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 General

 Explosives:
Fire / smoke detection system. No steam smothering.

 Hoses:
Max. length 18m unless breadth of ship exceeds 27m in which case max. length 27m.

 Nozzles:
All nozzles to be dual purpose type.

 Portable fire extinguishers:

liquid : between 9 and 13.2 litters., Dry powder: min 4.5 kg., CO2: min 3 kg. Max. weight 25.6 kg., Not more
then 50% of extinguishers of dry powder.

 Fixed CO2 Flooding:

Quantity : 30% of largest cargo compartment (45 % if Ro-Ro deck) and 40% Engine room, Min. Rate of
flooding (E.R. ) 85% of total volume in two minutes ( if Ro-Ro deck must provide two thirds of CO2 within
10 minuets.

 Means of stopping machinery:

To be provide with means of stopping fans, machinery, pumps, etc. from outside of space. Also means of
closing skylight, doorway, vents, and other openings from outside the space.

 Fireman’s outfit
Outfit to widely separated, and to consist of :
B.A. Sets
Portable battery operated safety lamp (3 hrs duration).
Fireman’s axe
Protective clothing
Boots and gloves of non conducting material (e.g. rubber).
Rigid helmet
 Helicopter facilities
Adjacent to landing area:
 Dry powder extinguisher 45 kg
 Foam application system
 CO2 extinguisher 16 kg
 Ro-Ro Cargo Spaces:
Mechanical ventilation system (at least 6 changes / hours). At least 2 portable extinguishers for every 40m
length of deck spaces (1 at each access point). Fixed water spraying system ( water curtains ). Plus 3 water fog
application units.

 General Arrangement Plans:

Displayed in public place for guidance of Master and officers. A duplicate set to be stored in a prominently
marked watertight enclosure outside the deck house for the assistance of shore fire fighting personnel.

Q: What is requirements for CO2 that you must have to have on board for cargo hold and Machinery
space separately?

A: For cargo hold- 30 % vol. of largest cargo hold if carried. 45 % vol. if cargo hold carry vehicles and
vehicles are fitted with F. O. tanks and tanks are full of F. O.
For machinery space-40 % vol. of Machinery spaces excluding Engine casing. 35 % vol. of machinery
spaces including Engine casing.

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Q: Squat?

A: Squat is an increase in draught caused by a vessel travelling through the water at a significant speed
with a limited under keel clearance.

Whilst it can occur in relating deep water, it is more pronounced when the depth of the water is less
than twice the draft in other words, the under keel clearance is less than the v/l’s draught.

There is also likely to be a change in trim since the LCB is likely to change with change of draught,
thereby creating a trimming moment.

Factors increasing squat

1) High speed ( squat α speed²)

2) High propeller speed
3) Deep draught
4) Shallow depth of water
5) High block co-efficient
6) Broad beam
7) Narrow channel
8) Large trim

Sign that v/l is experiencing shallow water effect

1) Speed decrease
2) R.P.M. decrease
3) vibration may occur
4) Steering may affected v/l becomes sluggish to manoeuvre.
5) Ship made waves increase in amplitude.
6) Ship wake changes colour / become muddy.

 Reduce speed if squat is suspected.

Q: Interaction - Action over taking?

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A:
 Establish Communication between Vessels.
 Agreed overtaking procedure. Lead vessel to slow down to reduce interactive forces. Overtaking
vessel to speed up so as to reduce the period the vessels are in close proximity to a minimum.
 Select wide and straight section of the channel.
 Select deeper stretch of channel in order to reduce squat and interactive forces.
 Ensure no other traffic in the vicinity.
 Ensure experienced and competent helmsman on wheel who is aware of sudden swings possible
due to interaction. Both steering motors on.
 Warn Engine room.
 Ensure maximum distance between vessels whilst overtaking manoeuvre is taking place.

SAFETY OFFICIAL

SAFETY OFFICER :

On sea-going ship on which more than five workers are employed the company required to
appoint a safety officer. The master must record the appointment of a safety officer - this should be in
the official log book.
Although not prohibited by regulations the appointment of master as the safety officer is not
generally advisable. Appointment as safety officer should be avoided to whom the master has
delegated the task of giving medical treatment. This is because one of the duties of the safety officer is
to investigate incidents, and he would not be able to give proper attention to this function while
providing medical treatment for casualties.

DUTIES OF SAFETY OFFICER :

 Safety officer will carry statutory responsibilities for health and safety as per code
of safe working practices and as per company’s policy.
 The safety officer’s role should be a positive one, seeking to initiate or develop
safety measures before an incident occurs rather afterwards.
 To improve safety consciousness among the crew.
 The safety officer has a duty to investigate notifiable accidents or dangerous
occurrences affecting persons on board ship or during access, as well as potential hazards to health
and safety and any reasonable complaints made by any personnel.

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  The regulation require safety officer to carry out health and safety inspections of
each accessible part of the ship at least once every three months, or more frequently if there have been
substantial changes in the condition of work.
 The safety officer has a duty to stop any work which he reasonably believes may
cause a serious accident and immediately to inform master except when emergency action to
safeguard life or the ship is being taken.
 To make representations and recommendations to the master and employer about
deficiencies relating to health and safety
 To keep a record of all accidents and dangerous occurrences.
SAFETY REPRESENTATIVES :

On every ship on which more than five workers are employed , the company must make
arrangements for the election of safety representatives. The regulation specify that no safety
representative may have less than 2 years consecutive sea service since attaining the age of 18
The number of safety rep. Who should be elected will vary to the size of a crew. The
following ratios are recommended
6 - 15 crew 1 elected by off. and ratings together
16 + crew 1 elected by the off. and 1 by ratings
over 30 1 elected by the off and 3 by the ratings (i.e. 1 from each from deck,
eng. and catering departments, general purpose ratings being included in the deck department)
The master must record the election or appointment of every safety representative in writing -
this should be either in the official log book or in the minutes of safety committee meeting.
Safety reps should :
 put forward their views and recommendations in a firm but reasonable and
helpful manner
 be sure of the fact
 be aware of the legal position
 be conscious of what is reasonably practicable

SAFETY COMMITTEE :

Once safety rep. have been elected, the company must appoint a safety committee. The
committee must be chaired by master.
It is desirable that there should be a safety committee on every ship more than five workers,
although the statutory requirement only exists on those ships where safety rep. are elected.
The master must record the appointment of a safety committee in writing - this should be in
the OLB or minutes of the committee meetings.
It is preferable to appointment as secretary someone other than a safety official, as officials
need to concentrate on the discussion rather than on recording it.

Safety committee have a meeting generally on every 4-6 weeks.

PURPOSES :

1. make the ship a batter working place

2. finding of the risk assessment and measures for protection in place
3. any other factors affecting the health and safety of those working on ship
4. details of fire fighting, first aid and other emergency procedures.

DUTIES OF SAFETY COMMITTEE :

 to use its best endeavours to ensure the COSWP is complied with

 to improve the standard of safety consciousness among the crew
 to make representations/recommendations on the crew’s behalf on health and safety
matters
 to inspect SO’s record
 to ensure observance and take appropriate action concerning any occupational health
and safety matters.

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 OIL RECORD BOOK (ORB)

Every non tanker of 400 GRT and above , and every tanker of 150 GRT and above must have ORB part I
( Machinery space Operation ). All tankers of 150 GRT and above must have ORB part II ( Cargo/Ballast
operation )

The ORB must be preserved for 3 years after last entry has been made. The ORB must be completed on each
occasion, on tanks to tank basis if appropriate, Entries must be fully recorded without delay and each
completed entries must be sign by the officer in charge of the operations concerned. Each completed page must
be sign by the Master.

Entries include- any movement of oil in to ship, within ship and out of ship.

Entries in ORB- Part I - Machinery space Operation- All Ship:

 Ballasting or cleaning of fuel oil tanks

 Discharging of dirty Ballast or clean water from fuel oil tanks
 Collection and disposal of oil residue (sludge)
 Non-automatic discharge over board or disposal otherwise of bilge water which has accumulate in
machinery space.
 Automatic discharge over board or disposal otherwise of bilge water which has accumulate in machinery
space.
 Condition of oil discharge monitoring and control system.
 Accidental or other exceptional discharge.
 Bunkering fuel or bulk in lubricating oil.
 Additional operational procedure or general remarks.

Entries in ORB- Part II- Cargo/Ballast Operation-Tankers:

 Loading of oil cargo

 unloading of oil cargo
 Internal transfer of oil during the voyage
 Crude oil washing ( COW tankers only)
 Cleaning of cargo tanks
 Ballasting of cargo tanks.
 Discharging Dirty ballast.
 Discharging of Clean ballast contained in the Cargo tanks
 Ballasting of dedicated clean ballast tank. ( CBT tankers only)
 Discharging of ballast from clean ballast tank. (CBT tankers only)
 Discharge of water from slop tanks in to sea.
 Disposal of residual and oily mixtures no otherwise required
 Condition of oil discharge monitoring and control system.
 Accidental or other exceptional discharge.
 Additional operational procedure or general remarks.

For vessel engaged in specific trade

 Loading of ballast water.

 Re-allocation of ballast water within the ship
 Ballast water discharged to reception facility.

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REGULATIONS GOVERNING DISCHARGE OF OIL.

Machinery space:
 The ship not within a special area.
 The ship is proceeding enroute
 The oil content of the effluent without dilution does no exceed 15 ppm.
 The ship has in operational:
400 to 10,000GRT -an oil filtering equipment.
Above 10,000 GRT - an oil filtering equipment and with arrangement for alarm and automatic
stopping any discharge of oily mixture when the oil content of effluent exceed 15ppm.

Tankers:
 The tankers is proceeding on a voyage
 The tanker is not within a special area.
 The tanker is more than 50 miles from nearest land
 The instantaneous rate of discharge of oil content is not more then 30 litres per nautical mile.
 The total quantity of discharge is not greater then 1/30,000 of the total quantity of the particular cargo of
which the residue formed a part, or in case of existing tankers (before 1980), the total quantity of
discharge is not greater then 1/15,000 of the total quantity of the particular cargo of which the residue
formed a part
 The tanker has in operation an oil discharge monitoring and control system and slop tank arrangement.

(Clean ballast and processed bilge water (Max 15 ppm) can be discharged within a special area)
Certificate:

International Oil pollution prevention Certificate (IOPP).

Required by non-tankers of 400 GRT or more and tankers of 150 GRT or more
Validity 5 years. Can be extended 5 months.
Issued by MCA (flag state admin.) or Classification society. Surveys may be carried out by classification society
on behalf of MCA. Initial survey must be done by MCA.

Surveys required:
 Initial
 Annual
 Intermediate
 Periodic/Renewal.

Must be accompanied by “Record of construction and equipment”.

UKOPP:
As above for UK ship on domestic voyages between ports and terminals in the UK.

Oil pollution Insurance Certificate (OPIC)

Issued by MCA.
Valid for 1 year and cannot be extended.
Required by ships carrying more then 2000 tonnes of persistent oil in bulk as cargo.
No surveys required (only proof of insurance cover).

SHIPBOARD OIL POLLUTION EMERGENCY PLAN (SOPEP):

Every non-tanker of 400 GRT and above and every tanker of 150 GRT and above must have a SOPEP in the
form a manual.

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SOPEP is the summarise flow of chart or checklist to guide the master through the various actions and
decisions required in responding to an incident. It should assist the ships crew when dealing with an accidental
discharge of oil into the sea. Its primary purpose is to set in motion the necessary actions to stop or minimise
the discharge and to reduce its effects on the marine environment.
SOPEP is required by regulation 26 of annex 1 of International regulation for prevention of pollution from
ship, 1973. Plan must be approved in accordance with this regulation.

The guidelines are comprised of three primary section:

1. Introduction.
2. Mandatory provision.
3. Non Mandatory Provision.

1. Introduction:
Provide general over view of the subject matter and introduce the reader to the basic concept of the guidelines.
The plan are expected to be develop by them.

2. Mandatory provision:
To ensure that regulation 26 of annex 1 are met.

3. Non mandatory provision:

Provide other information of the plan. Not required by the regulation. May be required by the local port visited
by the ship. It provide additional assistant to the Master when responding in an emergency situation. Also
provides on guideline on updating and exercising of the plan.

 Plan must be:

1. Realistic, practical and easy to use.
2. Understood by ship personnel and shore personnel.
3. Evaluated, reviewed updated regularly.

 Mandatory provision:
1. Procedure to be followed by the master or other person having the charge of the v/l to report an
oil pollution incident.
2. List of authorities person to be contacted in the event of an oil pollution incident.
3. A details description of action to be taken immediately by persons onboard to reduce or control
the discharge of oil following the incident.
4. Procedure and point of contact on the ship for co-ordinating ship board activities with national
and local authorities in combating the pollution.

 Coastal state report:

convention require that the nearest coastal state should be notified of actual or probable discharge.
This required to ensure that coastal states are informed without delay of any incident giving rising of pollution,
or threat of pollution of marine environment, as well as of assistance and salvage measures, so that appropriate
action may be taken.

 Actual discharge:
1. A discharge of oil due to damage to the ship or its equipment or for purpose of securing the safety
of a ship or salving life at sea.
Or
2. Discharge during operation of the quantity or instantaneous rate permitted under the present
convention.

 Probable discharge
Plan should give the master, guidance to evaluate a situation which, not involving actual discharge,
would qualify as a probable discharge and thus report.
Report should be made in the following factors:
1. Nature of damage, failure or breakdown of ship, machinery equipment.
2. Ship location and proximity of land or other navigational hazards.
3. Weather, tide, current and sea state.
4. Traffic density.

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 List of person to be contact:
1. Coastal state control.
2. Port state control.
3. Ship interest contacts.

 Guideline to steps to control discharge:

1. Operational spells
2. Pipe line leakage.
3. Hull leakage.
4. Tank overflow.

SOPEP-SUMMARY FLOW CHART:

DISCHARGE OF OIL
Probable or actual

ASSESSMENT OF THE NATURE OF INCIDENT

ACTION REQUIRED
*Alert crew members
*Identify spill source
*spill assessment

REPORTING ACTION TO CONTROL DISCHARGE

By Master and / or designated crew member Measure to minimise the escape of oil

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 threat to the marine environment

WHEN TO REPORT NAVIGATIONAL SEAMANSHIP

All probable and actual spills MEASURES MEASURES

HOW TO REPORT
*By quickest means to coastal radio station *Alter course/position *Safety assessment
*Designated ship movement reporting and / or speed and precaution
station or *Change of list and/or *Advice on priority
*Rescue Co-ordination (at sea) trim countermeasures/
*By quickest available means to local *Anchoring preventative measures
authorities *Setting aground *Damage stability &
*Initiate towage stress considerations
WHO TO CONTACT *Assess safe Haven *Ballasting /
*Nearest coastal State requirements deballasting
*Harbour and terminal operators (in port) *Weather/tide/swell *Internal cargo
*Shipowner’s manager/P & I insurer forecasting transfer operations
*Head charterer; cargo owner *Slick monitoring *Emergency ship to
*Refer to contact lists *Record of events and ship transfer of
cargo
Communications taken and / or bunker
WHAT TO REPORT *Set up shipboard
*Initial report response for:
*Follow-up reports -leak sealing
*Characteristics of oil spilled -Fire fighting
*Cargo/ballast/bunker dispositions -Handling of
*Weather and sea conditions shipboard response
*Slick movement equipment (if avail)
*Assistance required -etc.
-salvage
-Lightening capacity
-Mechanical equipment STEPS TO INITIATE EXTERNAL RESPONSE
-External strike team * Refer to coastal Port State listings for local
-Chemical dispersant / degreasant assistance
* Refer to ship interest contact list
* External clean-up resources required

Q: GARBAGE MANAGEMENT PLAN.

Every ship of 400GRT or more, and every ship certified to carry 15 persons or more shall carry a GMP. It
should be written in working language of crew and must be in accordance with IMO guidelines. Each GMP
will be individual to a particular ship.

It must include written procedure for:

 Designated person in charge of carrying out the plan
 Procedure for collecting garbage
 Procedure for separating garbage
 Procedure for processing garbage
 Procedure for disposing garbage

GARBAGE RECORD BOOK

Every ship of 400GRT or above, every ship certified to carry 15 persons or more engaged in voyage to port or
offshore terminals under jurisdiction of other parties to the convention must maintain a GRB.

Entries can be made both in the official language of the flag state administration and English or French. Each
entries shall be signed by the officer authorising the operation. Each completed page signed by the Master. It
must be preserved for 2 years after the date of last entry.

Master shall obtain receipt from the operator or the port reception facilities, or from the master of the ship
receiving the garbage. The receipts or certificates must be kept onboard the ship with GRB for 2 years.

Columns in the GRB include:

 Date / time

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  Position of the ship
 Estimated amount discharge into sea
 Estimated amount discharge to reception facilities
 Estimated amount incinerated
 Certification/Signature.

For the purpose of the GRB, garbage is grouped into categories, e.g.

1. Plastics
2. Floating dunnage, lining or packing material
3. Ground down paper products, rags. Metal, bottles, crockery, etc.
4. Unground paper products, rags, metal, bottles, crockery, etc.
5. Food waste
6. Incinerated ash.

PLACARDS (GARBAGE)

Every ship of 12m or more in length overall shall display placards which notify the crew and passengers of the
disposal requirements. These should be official language of the flag state administration.

GARBAGE DISPOPASL REGULATIONS

Outside special area

 No plastic may be disposed off anywhere

 Dunnage, lining and packing materials which will float may be disposed off 25 nautical miles or more
from the nearest land
 Unground or uncomminuted food waste and all other unground or uncomminuted garbage including paper
products, rags, glass, metal, bottles, crockery and similar refuse may be disposed off 12 nautical miles or
more from the nearest land.
 Ground or comminuted food waste and all other ground or comminuted garbage including paper products,
rags, metal, bottles, crockery and similar refuse may be disposed off 3 nautical miles or more from the
nearest land.

Inside special areas:

 No garbage other than food waste may be disposed off

 food waste may be disposed off, without grinding or comminution, only where disposed is as far as
practicable, and no case less than 12 nautical miles from the nearest land
 In wider Caribbean Region, food waste comminuted or ground may be disposed off 3 nautical miles or
more from the nearest land.

Within 500m of fixed or floating Platforms:

 The disposed into the sea of any garbage from a ship which is a fixed or floating platform engaged in
exploration, exploration and associated offshore processing of seabed mineral resource, or from any
ships alongside or within 500m of such a platform, is prohibited provided that food waste which have
been comminuted or ground may be disposed off into sea from such platform or ship if the platform in
the question is more then 12 nautical miles from the nearest land.

(comminuted means able to pass through 25mm opening of a screen.)

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 COMPASS

Q: Why do you correct a compass?

A: As because the compass is most reliable equipment, which need not any power. In case of gyro failure
compass can be used to steer the vessel for reach the next port.

Q: Order of placing correctors?

A: The correct order of placing the correctors is as follows.

1. Flinder’s Bar
The Flinder’s Bar acts a bit like a sphere forward of the compass bowl. It also affects heeling error, and can be
magnetised with the fore and aft and the athwartships magnets. The heeling error magnets often induce poles
in the top of the flinder’s bar, causing coefficient Permanent B. It is important that the Flinder’s Bar is
positioned before the spheres, and all the permanent magnets.

2. Spheres
The spheres cause (and help to correct) heeling error and are affected by the permanent magnets. It is
important that the spheres are positioned before the permanent corrector magnets are finally placed.

All soft iron correctors should be in position before final adjustment of the permanent corrector magnets.

3. Heeling error magnets.

The heeling error magnet causes Coefficient Permanent B by inducing the Flinder’s Bar, so it is important that
the heeling error magnet is positioned before the horizontal fore and aft corrector magnets.

4 & 5. The fore and aft magnets and the athwartship magnets are done last and can in any order. It is
probably best to correct the larger of the two coefficients first which steadies the card and makes the other
correction easier to do. Coefficient B is usually the larger so the fore and aft magnet is usually positioned
before the athwartship corrector magnet.

Q: When will you adjust compass?

A: Magnetic compasses should be adjusted when:

a) they are first installed;

b) they become unreliable;
c) the ship undergoes structural repairs or alterations that could affect its permanent and induced magnetism.
d) electrical or magnetic equipment close to the compass is added, removed or altered; or

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e) a period of two years has elapsed since the last adjustment and a record of compass deviations has not been
maintained, or the recorded deviations are excessive or when the compass shows physical defects.

Q: Ship laid up for what will you check before a swing?

A: Before swing the v/l I will check:

1. The vessel must be upright and all derrick, cranes, boats, etc. should be in their seagoing position.
2. Test the compass for friction by deflecting it slightly with a magnet and see that it returns to its original
position, without sticking. This is best done by taking the bowl ashore.
3. Check the lubber line for fore and aft accuracy
4. Check the accuracy of the azimuth mirror
5. All movable gear near the compass must be in the seagoing position. No loose metal should be near the
compass. If spare corrector magnets are being used, they must be placed as far away from the compass as
is reasonably possible.
6. No ship within the 3 cables
7. Soft iron correctors should be tested for retained magnetism by rotating the spheres and end for ending the
top piece of flinders bar. Residual magnetism may be removed by annealing ( heating to 700° and cooling
slowly).

Q: What happened to compass once it is corrected?

A: It becomes more reliable.

Q: You have join a ship, where you will get information regarding compass and correctors?

A: Deviation card.

Q: Why wooden pieces under flinders bar?

A: To keep the top of the flinders bar above the level of the compass magnet.

Q: What is VFI? How to use it?

A:

Q: What would you expect the compass adjuster to check?

A:

Q: When flinder’s bar up set?

A:

Q: How will you checked flinder’s bar and kelvins ball become a semi permanent magnets?

A:

Q: What is the normal position of kelvin’s balls?

A: In the centre of the track, equidistant from the compass bowl on either side.

Q: What is directive force?

A:

Q: When to lower and rise the heeling error bucket?

A:

Q: What is ship multiplier?

A: Difference between directional force at ship with spheres and directional force ashore is called ships
multiplier ( 2 ).

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Q: Your Company is going to take over a new ship, there are lot of electronic equipment to be fitted in
the bridge, how you make sure this equipment are correctly positioned?

A: Check the compass safe distance on each equipment, place as far away but not less than the quoted safe
distance by maker’s.

Q: How these equipment are going to influence the compass?

A: By creating a magnetic field.

Q: Which Certificate covers compass?

A: Safety Equipment Certificate. ( Makers name, Serial no. etc.)

Q: How do you find magnetic heading after taking bearing from 8 heading?

A: Take the bearing from 8 different heading (N, NE, E, SE, S, SW, W, NW) add them together then divided 8.

Q: How do you put corrector for adjusting coeff. B and C

A: For Coefficient +B, Corrector red to the Fwd.

For Coefficient -B, Corrector blue to the Fwd.
For Coefficient +C, Corrector red to the starboard.
For Coefficient -C, Corrector blue to the starboard.

Q.1 : What ship certificate would you expect to find on:

a) a 1590 GRT mini-bulker?
b) a 900 GRT oil-rig supply vessel carrying bulk brine?
c) a 15000 DWT chemical tanker?
d) a 200000 DWT crude oil tanker built in 1980?
c) a large cruise liner?

A: Common :
COR, SCC, SEC, SRC, IOPPC, ILLC, ITC, DOC, SMC, SMD.
a) Same as common
b) International pollution prevention cert. for the carriage of noxious liquid substance in bulk
c) COF
d) OPIC
e) COR, PSSC, IOPPC, ILLC, ITC, DOC, SMC, SMD

Q.2 : a) In what circumstances must you send a navigating warning?

b) Who must you to address to?
c) By what means must you transmit it?

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A: a) 1. Dangerous Ice
2. Dangerous derelict or other direct danger to navigation.
3. Tropical storm.
4. Subfreezing air temperature plus gale force winds causing severe ice accretion.
5. Wind > force 10 for which have no warning.
b) To ships in the vicinity and nearest CRS.
c) By every means of ship communication system.

Q.3: What is the different between an IMO-adopted an unadopted Traffic Separation Scheme?

A: IMO-approved schemes are adopted. They come into force 6 months after adoption. Rules for
navigation in these schemes are as per COLREG rule 10. Unapproved schemes may lie totally in national
waters and are unadopted. Rules for navigation in these schemes may differ from rule 10.

Q.4: a) Where do you find a list of all TSS, both adopted and unadopted?
b)How can you ensure that this list is up-to-date?
c)In what other publications is information published about TSS?

A:
a) Annual Notice NO. 17 in the annual summery of Notice to Mariners. Unadopted scheme are
marked in the list within asterisk.
b) By correcting it from Weekly notice to Mariners
c) Rule 10; Mariner’s Handbook; Ship’ routing; Routing chart (e.g. 5500); Annual Summery of
Notice to Mariners; Pilot Books; Weekly Notice to Mariners.

Q.5: After abandoning your ship during a major fire, and having been rescued by another ship, what
action you would take?

A: I would request the rescuing ship’s master to cancel the May day and send a navigational warning
(e.g. if my ship was still burning and NUC). I would make a tally of survivors and report to the coastguard. I
would report to owners and MAIB a.s.a.p. (through the coastguard if necessary.) I would request owners to
notify the agent at the original port of destination, as well as charterers and receivers. I would inform the P & I
club’s correspondent at the port where the rescuing ship takes the survivors. I would prepare reports for owners
and MAIB. (The P & I club and charterers may also want copies.)

Q.6: What action would you take if, on joining a ship that was not due for its Safety Equipment
survey for another six months, you found that some aspect of the lifesaving or fire fighting appliance
were not in good order?

A: Either make good the defects before sailing or apply to MCA for a general inspection and get MCA’s
written approval to sail. Unless defects are serious enough to warrant detention, MCA will probably issue a
letter of compliance.

Q.7: When you must steering gear be tested?

A: The Master must, within 12 hours before departure of the ship, cause the steering gear to be checked
and tested so as to ensure that it is working satisfactorily.
In the case of ship regularly making more then one voyage a week to or from the same port a check
and test of the steering gear need only be made once in that week unless a part of the steering gear or its
control system has been eliminated or changed since the last test.
Emergency steering gear must be tested at least every 3 months.
Q.8: While on a 1-year Time Charter, running between the Persian Gulf and Japan, your Safety
Equipment Certificate becomes due for renewal in one month’s time. What action would you take?

A: 1. Inform owner to arrange surveyor.

2. Keep everything presentable to the surveyor.
3. Inform agent.

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Q.9: a) What purpose of an OPIC certificate?
b) When it is to be produced by a master?
c) How is an OPIC certificate obtain?

A: a) To certify that there is in force in respect of the ship a policy of insurance or other financial security
satisfying the requirements of Article VII of the international Convention on Civil liability for Oil Pollution
Damage 1969 (the CLC).
b) On arrival at and departure from any port or terminal, to Customs (in UK) or any state or harbour
official requesting it.
c) By application of the owners to MCA London Regional Marine Office (Orpington, Kent),
enclosing documentary proof that an insurance policy exists. Proof is normally shown by a blue
certificate issued by the owners P&I club.

Q.10: What OLB entry must be made on the change of Master?

A: 1. The off-going Master should make an entry (Entry no. 4) in the narrative section to the effect that
he has delivered to me (in coming master) all documents relating to the ship and the crew, and both he and I
would sign this entry.
2. I would add my name and certificate number to the list on the front cover.

Q.11: Who would you inform after:

a) spilling bunkers in a foreign port?
b) sustaining collision damage at sea in way of a bunker fuel tank?

A: a) Coastguard ; Agent ; owner ; P & I club ; MAIB ; Port authority.

b) Coastguard : Owner ; P & I club ; MAIB ; Classification society ; Charterer.

Q.12: What are the contents of an International Tonnage Certificate?

A: Ship’s particulars; Length; breadth and Moulded depth; Gross tonnage and net tonnage.

Q.13: What survey or inspections are required by Load line legislation?

A: 1. Initial
2. Annual
3. Intermediate
4. periodic

Q.14: What items come into the scope of the load line periodic inspection?

A: 1. Load line mark

2. Ship’s structures and fitting for water tight integrity (hatch way, side opening, vents, air pipe,
freeing ports)
3. Crew protection.
Q.15: What is a classification Society?

A: An international Classification society has been defined as an independent, non-profit distributing

organisation which develops and updates adequate publish rules, regulations and standards for the safe design,
construction and periodical maintenance of ship which are capable of trading internationally, and implements
these on a world wide basis using its own exclusive staff.

Q.16: What is the purpose of ship classification?

A: It is a requirements of hull and machinery insurance, P & I clubs, ships financiers and cargo insurers.
It also useful in sale and purchase

Q.17: What are you legal obligations on receiving a May Day signal from a nearby ship?

A: Acknowledge received of message and proceed with all speed for assistance, and if possible inform
parties and SMC.

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Q.18: a) When are you released from obligation?
b) What OLB entries must be made concerning distress signal?

A: a) 1. On learning that my vessel is not requisitioned and or more ship have been requisitioned and are
complying with the requisition.
2. Being informed by the persons in distress or by the search and rescue service or by the master of
another ship which has reached such persons that assistance is no longer necessary.
b)

Q.19: What SOLAS certificate would you expect to find on your next ship?

A: 1. PSSC.
2. SCC.
3. SEC.
4. SRC.

Q.20: What action would you take regarding a seaman who was drunk:
a) On duty?
b) Off duty?

A: a) Ensure the safety of the ship, personnel and the seaman himself. Remove him from the duty and
substitute another. Sober him up. Discipline him in accordance with the MN Code Conduct, if applicable.(was
he drunk enough to jeopardise safety of ship and personnel?) The offence may justify dismissal.
b) Ensure safety of the ship, personnel and seaman himself. If no threat to safety, take no action
beyond an informal caution unless company’s, charterer’s or ship’s rules prohibit alcohol. Perhaps give a D &
A test before he starts work again.

Q.21: a) Under what circumstances would you note of protest?

b) How would you note of protest?
c) What is meant by ‘extending Protest?

A: a) After every case of General Average; after wind and/or sea conditions have been encountered which
may have damaged cargo; after wind and/or sea conditions have been encountered which caused failure to
make a cancelling date; after cargo is shipped in a condition likely to deteriorate during the forthcoming
voyage (also, Bs/L should be appropriately claused after consultation of with the shipper and P & I
correspondent); after the ship has been damaged from any cause; after a serious breach of the C/P by the
charterer or his agent (e.g. undue delay, refusal to load, cargo not a sort allowed by the C/P, refusal to pay
demurrage, refusal to accept Bs/L after signing because of clausing by master, sending vessel to an unsafe port,
etc.); after the consignee fails to discharge or take delivery of the cargo or fails to pay freight.
b) Go to notary public, or other appropriate person with one or more witnesses from the crew who
have knowledge of the facts. Take Official log book, deck log and all other relevant information surrounding
the event being protested. Make sworn statement before notary, who entries it register of protests. Obtain at
least 3 certified copies of protest ( owners, adjuster and ship’s file). Pay fee (master’ disbursement) and obtain
receipt.
c) * Since it is often impossible to ascertain the full extent of loss or damage at the time of noting of
protest, an extended protest should be made when the relevant facts have come to light, which may be, for
example, when a surveyor’s report has been received. It therefore necessary at the time making original protest
to ‘reserved the right to extend the protest at the time and place convenient’.
* The extended protest document will always be required by an average adjuster when prepare a
general average statement.
* Although it is good practice to always extended protest, in the UK it is not legally necessary in
order to safeguard owners’ interest.

Q.22: Under what circumstances would you write a letter of protest?

A: When cargo is being loaded too fast or too slow; when stevedores are damaging ship or mishandling
ship’s equipment; when wash from harbour craft is causing problems for ship; when cargo specification is
‘wrong’. When there is discrepancy between ship’s and shore cargo figures; when berth or fendering
arrangements are inadequate; when longshoremen/dockers are misusing ship’s equipment and ignoring duty
officers’ advice; when passing vessels cause ranging, wash damage, etc. whilst loading / discharging; in any

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other sitution where the master wishes to formally record his dissatisfaction with arrangement over which the
other party has some control.

Q23: What are the offence for which a UK master could be fine up to £ 50,000 on summary
conviction?

A: 1. Concealing British Nationality.

2. Causing a ship to appear to British
3. Failing to render assistance to other vessel following a collision.
4. Ship dangerously unsafe in UK port
5. Disobeying “Section 137” government directions following a shipping a shipping casualty.
6. Entering or leaving UK port or terminal without a valid OPIC
7. Leaving UK port in contravention of a Detention Order
8. Carrying passing in excess of the number of permitted by the passenger certificate
9. Proceeding against the traffic flow in a traffic separation scheme.

Q.24: What is the difference between summery conviction and conviction on indictment?

A: Summary of convection is a convection by magistrates in England or Wales, or a sheriff in Scotland,

following a trial in which summary procedure is used. There is no jury, and the judge(s) decide questions of
fact and law; their sentencing power are limited. It is used mainly for minor offences. Convection on
indictment is for more serious offence. The convection is by a jury ( of 12 in England or Wales, or 15 in
Scotland) who decide questions of fact, while the judge decides question of law only. Fines may be unlimited
but prison terms are limited.

Q.25 : What reports would make if you lost a container-load of chemical in drums overside in bad
weather ?

A: Navigational warning

Q.26: What is the procedure for reporting to custom on arrival in a UK port from aboard ?

A: 1. Form c.13 to submit - Master’s declaration-at least 2 copies

2. c.142 - crew declaration-2 copies
3. submit a cargo declaration, either on the c.13 or by a cargo manifest, IMO form or computer disk
(with custom approval)
4. attach form PAS 15(arr) passenger return if any passengers on board
5. have several copies of the current crew list ready.

Q.27: When are light dues paid, and on what basis are they calculated ?

A: for outward clearance and on the basis of net tonnage.

Q.28 : Before offering to tow a disable ship, what factors would you consider ?

A: A vessel requiring a tow is not necessarily in distress. I would therefore carefully consider
1. whether the contract of carriage (as contained in c/p or b/l) gives me liberty to tow
2. whether I have sufficient bunkers and/or fresh water on board for the tow, and whether
sufficient reserves can be maintained, throughout and after the tow
3. whether there is a possibility of missing a cancelling date under the c/p
4. whether the nature of my cargo permits a lengthening of the voyage (which is especially
relevant aboard a refer)
5. whether my v/l’s machinery is of adequate power and in good enough condition for
towing
6. whether the value of the v/l requesting the tow, plus her cargo, is likely to be of sufficient
value to merit a salvage service by my ship

Q.29: a) In what circumstances might an Interim Certificate of Class be issued?

b) What are the contents of an Interim Certificate of Class?

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A: a) When a Classification society surveyor can confirm to his society’s committed that repairs or
surveys have been carried out to his satisfaction, and that he consider the ship to be in a fit and efficient
condition to continue her voyage.

b) A summery of class and statutory surveys held or work carried out, with status (e.g. complete); the
date of completion of the survey or work (for the class record); a list of any items credited for the hull and/or
machinery special survey; the survey’s recommendation to his society for continuance of class; any condition of
class imposed; any condition of class deleted; surveyor’s signature, port and date.

Q.30: What action would you take if a consignee failed to produce an original bill of lading at the
discharge port?

A: Where the party claming to be the rightful receiver request delivery of his goods but can not produce
an original bill of lading ( perhaps because of a delay in the mail, or because of a theft of documents from his
office) I would instruct the agent to inform the receiver so that no cargo can be discharge until either; 1) an
original bill of lading can be presented; or 2) an acceptable letter of indemnity (LOI) is given by the receiver.

Q.31: What must a shipper make available before you load dangerous goods:
a) in bulk liquid form?
b) in package form?

A: A dangerous goods Declaration or a marine pollutants declaration as appropriate. A combined

declaration is allowed. The declaration can be made on a dangerous goods/Marine Pollutants note.

Q.32: a) What are difference between dangerous goods and marine pollutant?
b) Where would you find a list of all recognised ‘marine pollutants’?
A: b) In the IMDG code. They are indicate by the words ‘Marine Pollutant’ and a symbol of a triangle
containing a fish, with an overlaid cross.

Q:.33: a) There is no section in the ORB specifically for recording bunkering operation. where would you
record these?
b) Where must Master’s signature appear in the ORB?
c) For how long must an ORB be kept on board?

A: a) Part-1, Section-H. concern additional operations procedures and general remarks.

b) At the end of each page.
c) 3 years from last entry made.

Q.34: a) who can demand to see your Official Log Book?

b) How would you correct an erroneous entry in the OLB?

A a) To the RSS; an MCA Superintend ; a proper officer; an MCA Surveyor; or a custom officer. In
practice I would show it also to any foreign state or harbour official who demanded to see it, because local law
may require this.
b) With a further entry. I would leave the incorrect entry as it is and make a new entry referring to the
mistake, e.g. “ In previous entry , for smith read Jones”

BUOYS and ROR.

Q: Your vessels Heading south and you see a south cardinal buoy on your right a head what is your
action?

A: 1. Stop Engine.
2. Take her all way off.
3. Echo sounder on
4. Check the position of buoy on chart.
5. Check your position.
6. Make a full appraisal of the situation.

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 7. Decide the best course of action.

Q: How a new danger marked?

A: One or more cardinal or lateral buoy. If the danger is gravid one of the buoy will be duplicated. One of
those will have rackon with mores “D” with the signal length 1 (one) NM (at least) on radar PPI. Light on the
buoys must be quick or very quick.

Q: If you see a white light on night time what it could be?

A: 1. Astern light of a vessel.

2. Life raft light.
3. Vessel less then 7 meter long and whose maximum speed should not exceed more then 7 kts.
4. Vessel less then 50 meter long at anchor.
5. Vessel under ores.

Q: Where is special mark buoy used?

A: 1. Channel within the channel.

2. Recreation zone.
3. Ocean data accusation system.
4. Firing area.
5. Traffic separation scheme.
6. Spoil ground.
7. Cable and pipe line area.

Q: What is the other name of a safe water buoy ?

A: 1. Mid channel buoy.

2. Fairway buoy.
3. Landfall buoy.

Q: Fog bank ahead-Action?

A: General:
1. Inform engine room and SBE.
2. Reduce speed to safe speed.
3. Check navigation light.
4. Post extra lookout.
5. Start fog signal.
6. Start radar plotting.
7. Man on the wheel.

Operational:
1. Close water tight door.
2. Order silence on Deck.
3. Open bridge wings door.

Navigational:
1. Check the position of last visual object.
2. Increase the fog signal frequency in near coastal water.
3. If shallow water put echo-sounder on.

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 Q: On the fog you just switch on the Radar, you found a target on the PPI just 3 miles right ahead,
action?

A: 1. Stop Engine
2. Take her all way off.
3. Start radar plotting.
4. Complete radar plotting.
5. Find out best course of action.

Do not alter course before competing radar plotting as because this is a scanty radar information.

Dry docking.

Q: What is Dry dock procedure?

A: Before Docking
 Make a repair list.
 Contact with dry dock authorities
 agreed draught and trim. (upright with small trim)
 supply ships plan, including shell expansion plan showing position of appendages, inlet,
discharge, echo sounders, projecting logs, bilge keels, propellers, etc., Cargo plan if any cargo on
board, Any available plans from previous dry dock which might be useful.
 confirm whether the dock is graving or floating dock, whether side shores or bilge block will be
used.
 Confirm the facilities are supplied - toilets, fire main, telephone etc.
 Rig fenders as necessary.

 Calculate stability condition (particularly for critical instant). Minimise free surface and secure moveable
weights.

P= (COT X MCTC) / LCF, {P = Reduction of TMD X TPC}

Virtual loss of GM = ( P X KM ) / W
COT= ( W X D ) / MCTC.

 If possible empty fore and aft peak tanks ( unsupported weights increase hogging stress)
 Lower derricks and cranes and ensure hatches closed.

After Docking

 Secure two means of access/escape ( eg. Gangway port forward and starboard aft)
 Takes sounding of all spaces and record result.
 Establish shore connection for telephone, fire line, domestic water, electric power. Secure earth return line.
 Clarify responsibilities between ship and shore (eg. Watchman, fire patrols)
 Arrange sanitation/toilets/waste disposal. Close/plug scuppers, overboard discharge, etc.
 Safety store (chief mate office) any bottom plug removed.

Before Flooding Dock

 Take sounding of all spaces and compare with soundings on entry ( if any difference, re-work stability
condition for critical instant).
 Check all plugs back in place.
 Ensure all staging removed. Disconnect all utilities. Remove gangways.

Q: What is critical instant?

A: As the water is pumped out the vessel’s trim will reduce until the ship lands fore and aft on the blocks.
The instant before this happens is known as the CRITICAL INSTANT.

Q: What is critical period?

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A: The interval of time between the vessel touching the blocks aft and landing fore and aft is known as
the CRITICAL PERIOD since the vessel is losing stability throughout this period.

Q: What precaution you would take while Docking with Cargo?

A: 1. Leave some water in the dock so that the vessel is still displacing water, thereby reducing the
upthrust from the blocks.
2. Increase the number of lines of blocks supporting the vessel so as to spread the load. ( N.B. Blocks
should always be laid in line with longitudinal bottom giders).

Q: What is Declivity?

A: The declivity of the drydock is the slop of the bottom of the dock towards the entrance ( this assist in
the drainage of the dock).

Port of Refuge

Responsible: Master

The procedures for calling at a port of refuge will depend on the incident. The general
procedure is as follows:

Notify office alert team, stating all relevant details, such as

 Reason for call
 Name of port and ETA
 Assistance needed from the company
 Request the company to appoint agents
 Any other relevant information
Notify harbour authorities and company appointed agents stating all relevant
information as follows
 Vessel's name, callsign and port of registry
 Nationality - gross /nett tonnages
 Draft, length overall and breadth
 Port of departure/destination
 ETA at pilot station
 Nature of cargo and quantity of dangerous cargo on board
 Reason for call and type of assistance required
 Vessel's communication details
Prepare ship's certificates and port entry papers, e.g. crew lists, etc. (Refer to
"Guide to port entry"). Normal port entry procedures will have to be followed
in most cases.
Should the call be for landing a sick/injured person, then have all
documentation ready for person
 Seaman's book and passport
 Account of Wages, (if required)
 Personal Effects
 History of Illness/injury and treatment given
Special Circumstances
 When calling at a port of refuge where no harbour exists or where there are
no authorities available, i.e. in a bay or off an island, it is necessary to
inform the nearest harbour authorities or Coast Guard stating all the relevant
details for the call. This is necessary to avoid arrest or other inconveniences.

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  When calling at a port of refuge to repair damage which affects vessel's
seaworthiness, it is necessary to obtain a certificate of seaworthiness prior to
sailing. A survey for such certificate can be arranged by the foreign
station/consul.

Sabotage

Responsible: Master

A threat of sabotage may be in the form of advice that an explosive charge has
been placed on board to achieve some objective, probably political.

Receipt of threat
 Every aspect of how a sabotage threat was received is relevant to later
investigations - by hand through a third party, by telephone, etc.
Language, accent, impression of person's mental condition, etc.
 Notify the crew, Head office alert team, Local Authorities, Flag State
embassy/consulate, local P & IRepresentative
Immediate procedures to be followed on board
 Stop all work operations
 Shut down as much machinery as possible
 Muster the crew in the place considered to be most safe with the best
escape route and consider partial or total evacuation
If the threat sets out a time limit, then consider
 Total or partial evacuation
 Carrying out a search of the vessel
 Moving the vessel to a more suitable location
 Any other options to minimise potential danger
If a decision is made to conduct a search for explosives
 Keep in mind that there may be more than one device on board
 Crew should search their own workplaces/familiar places so that they will
be immediately aware of foreign objects

NOTE! CREW MUST NEVER TOUCH ANY FOREIGN OBJECTS.

WAIT FOR EXPERTS!

Precautions to limit potential flooding and/or fire damage

 Close watertight doors, hatches and all deck openings
 Plug sounding pipes and vents
 Close valves in pipelines between tanks and holds. Close sea suction
 Close all fire dampers, skylights and funnel openings
 Close off all settling and service tanks
 Shut down separators, boilers, refrigeration plants and gas distribution
 Close BUT DO NOT LOCK all accommodation doors, (in case access
required for firefighting)
If external assistance can be expected, then make ready

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  Vessel's Fire and safety plan, other relevant drawings, access to and from
vessel
 Prepare emergency equipment in two separate positions considered to be
safe locations
 Keep main and aux. machinery ready for operation
 Prepare for emergency trimming requirements
 Check all emergency systems
Procedure for handling threat of sabotage in port
 Consider immediate evacuation of the vessel
 Immediately alert terminal and vessels in vicinity
 Notify agent, flag state embassy/consulate, Head office alert team
 Muster crew and inform them about situation - crew members wishing to
leave vessel must be allowed to do so
Consult with Local Authorities, discuss following aspects
 Possible agreement to demands
 Consequences of an explosion on board
 Time available for possible counteractions and preparations
 Whether to start a search for explosives on board
 Whether the vessel should be moved to another location
 Precautions with regard to environmental pollution risk
 What type of assistance is available locally with regard to:
- Search of the vessel internally and externally
- Handling of explosive devices or other dangerous objects
- Shifting of the vessel to a more suitable location
- Beaching of the vessel should the need arise
- Casualty abatement on board
- Pollution abatement
- Damage limitation
- Establish efficient communication
- Watchkeeping and roadblocks
 Confirm agent has notified all relevant third parties
 Carry out actions as necessary and inform authorities
 If possible, establish guidelines for casulaty abatement and advise all
affected parties, referring to vessel's drawings, arrangements and cargo
plan
 Maintain regular and frequent communications with Head office Alert
Team advising of all decisions and actions whether initiated by vessel or
outside authorities

Pirates/High Risk Area

Responsible: Master

Areas where piracy takes place are well known as are their tactics for
boarding, usually at night. The following precautions should be taken when
transiting or anchored in known areas of high piracy activity

The company provides the following ship security procedures:

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  Action when in high risk area
 Action in the event of terrorists boarding.
 Limit access possibilities and make those remaining as difficult as possible
 Post most effective deck watch coverage possible
 Rig fire hoses to deter boarders
 Best possible illumination of waters around the vessel at night
 Restrict entry points into the accommodation in the safest manner
 Advise the crew that emergency alarm will be sounded if pirates board
 Advise crew that pirates may be armed and to offer no resistance
 Note all details in log book

Should pirates succeed in boarding the vessel

 Alert crew by sounding emergency alarm

 Notify local authorities by any means available and request assistance
 Avoid direct confrontation with pirates so as to prevent violence and do not
attempt to take prisoners
 If pirates have taken prisoner(s), see link above.

Follow up procedures

 Notify Head office who will advise flag state and P & I club
 Prepare accurate report for company and local police which should include a
full description of events taken from log book, list of properties damaged
and/or stolen, photographs of scenes of the crime, damage, etc.

SHIPS' MESSAGE FORMATS

The following alerting pages are made available in Word format for easy use in the e-
mail system in case an alerting situation should arise:

Report 1 Initial message - Piracy/armed robbery attach alert, please launch file:

Report 1. Initial message report.doc

Report 2 Follow up report - Piracy/armed robbery attach alert, please launch file:

Report 2. Follow up.doc

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 Victim Ship
Immediate
reports

Immediate
reports

Owner
Follow-up
or reports
Operator

Flag State RCC of the

Coastal State

RCC of
Adjacent
RPC of IMB Warning -
Immediate and Coastal State
Routine
Kuala Lumpur follow-up reports

Security
IMO Forces of the
Coastal State

Security Forces
IMO
Coastal State of adja cent
Members
Coastal State

Broadcast
Piracy/armed
robbery
Ships and to ships

warning messages Owners

Radio/GMDSS
Fastes means, not radio
Follow-up by letter, fax e-mail or telex

Death on Board

Responsible: Master

In every case where a death has occurred, including by a criminal offence, a death
certificate must be obtained from a doctor. If death occurs at sea, a doctor must be
summoned in the first port and certificate requested on the basis of log book entries,
copies of radio communications, statements from witnesses and examination of corpse.
Port health authorities, ship's agent or the foreign station/consulate will advise.

Notify the Head Office as soon as possible. The Company will notify the next-of-kin of
the deceased, P & I club and flag state authorities. In the case of foreign employees,
the manning agents will be advised to notify the next-of-kin.

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Only in exceptional circumstances will a burial at sea be permitted by the
Company/next-of-kin.

The body should be kept cold, preferably in a refrigerated space until instructions are
received regarding burial/cremation /repatriation of body. Follow instructions given in
the ship's medical guide for preparation of the body. Always respect the religious
convictions of the deceased.

Submit a Marine Casualty Report as required by the Flag State Authorities at the first
port of call where this can take place. This is required in all cases regardless of cause of
death.

A witnessed record of personal effects, valuables and papers belonging to the deceased
must be produced.

The Master shall deliver the seaman's account of wages, papers, valuables and effects
to the foreign station/consulate.

The Company will give detailed advice to the Master regarding the procedures
to follow in each case.

War or Warlike Situation

Responsible: Master

General

 If there is a risk of outbreak of war or similar hostilities in the area of the

vessel's destination, the Head office will notify the vessel and give guidelines
for further actions and insurance conditions.
 Irrespective of the clauses of war a Charter Party may contain, the Master's
decision regarding the risk to crew, vessel and cargo shall be the overriding
factor in arriving at a course of action.
 If information is received regarding possible minefields, obstruction of
navigational marks, hostilities, etc.in the area, then head for open waters
and notify and consult with the Head office.

Procedures for handling hostilities in port

 Contact the Agent and nearest consulate/embassy to obtain an assessment

and possible developments.
 Investigate possibilities to leave the harbour, possibly by own means if
situation gets worse.
 Find out if mines or other obstacles will be placed in the fairway, and the
possibility of shifting to a less exposed area.
 Make the vessel ready for possible departure and inform crew.

If hostilities break out

 Terminate cargo operations, make ready for sea.

 Prepare for casualty control. If possible, block access to ship, close outside
doors, ports, etc.
 Consider possible place of refuge with retreat possibilities for crew.

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  Consider partial/total evacuation to shore or lifeboat.
 If possible, inform the nearest Flag State foreign station and local contacts
about intended actions.
 Notify the Head office continuously about developments.
 Consider that the vessel may be requisitioned for transportation duties by a
belligerent party.

Detention/Arrest

Responsible: Master

Detention

Detention is a measure used by flag or port state authorities to prevent the

ship from leaving port if:

 The vessel is considered unseaworthy after a survey.

 When the Owner, or anyone in his service, has obstructed survey of the
vessel.
 When the ship has refused to comply with instructions to make the vessel
seaworthy.
 When the ship does not possess appropriate valid certificates, or is
considered to be an environmental hazard.
 If recommendations issued appear to be unjustified, or appear to be
illegitimate, the Master should contact the flag state/classification society
and request appointment of an inspector who can confirm or dispute the
allegations.
 The Head Office must be immediately notified and consulted.
 In most cases, a Certificate of seaworthiness will require to be obtained
before the vessel will be allowed to sail.

Arrest

 Arrest is a temporary legal constraint which can be imposed upon the vessel.
The reason is usually commercial considerations
 A more serious problem might arise if the vessel is arrested upon request
from the customs for violation of national regulations, or due to pollution.
 In all cases, notify local P & I representative and Head Office.
 If vessel is arrested for commercial liabilities, a letter of indemnity from the
P & I representative is normally sufficient to obtain release.

 If vessel is arrested for customs violation or oil pollution, do not sign any
documents in connection with the case. Let the P & I representative deal
with the case.

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Q. Draw up a set of Master's standing orders for handing over watch at sea.

Officer being relieved should ensure that the relieving officer is fully capable of performing his duties
and not under influence of drug or alcohol or sickness.

Officer being relieved should ensure that relieving officer's vision is adjusted to prevailing conditions.

Officer being relieved should not handover in between a manoeuvre.

Relieving officer should ensure vessels position, course and speed, ships draught, state of wind, tide
or current and state of visibility.

Relieving officer should ensure that all navigational equipment are performing in correct manner.

Relieving officer should check performance of gyro and magnetic compass together with any errors.

Relieving officer must read and sign the Master's "night order book" and follow instructions detailed.

Relieving officer should check on engine status and steering (auto / manual).

Relieving officer should ensure that he is aware of the respective traffic and other vessel movements
in the vicinity.

Relieving officer should make sure that the navigational lights are working during hours of darkness.

Relieved officer should make sure that the relieving officer is in full command of the watch and
comfortable with the situation around him with regards to traffic.

Relieving officer should be made aware of any navigational hazards, and the effects of heel, trim and
squat will not infringe UKC, which might have been anticipated by the officer being relieved.

Correct details and timing of relief to be noted in logbook.

If in any doubt, inform Master.

5(a). Outline the AMVER system.

Automated Mutual Assistance Vessel Rescue System (AMVER)

Principle : Its principle is to utilise the resources of the many merchant vessels which are at
sea at any one time following a maritime incident.

Purpose : Its purpose is to maximise the efficiency in co-ordinating assistance inorder to save
life and property.

Objective : Its objective is to co-ordinate mutual assistance for the purpose of distressor SAR
activities.

Operating body : United States Coastguard with centres in New York and San Francisco.

Participation : It is a voluntary service and vessels over 1000 GRT which are engaged in
voyages of 24 hours or more participate in it. Initial ship's data regarding the ship's size, speed,
communications, equipment and facilities are kept in confidential record, and no information is
disclosed except those relevant to SAR operations. It is a worldwide operation and free of charge
with the exception of only UK stations (refer M-155).

Format : Message format can be obtained from ALRS vol.1. Additional information can be
obtained from Commander Pacific Area, Commander Atlantic Area and Commandant US
Coastguard.

5(b). List the messages that should be sent by a participating vessel, indicating the content.

Sailing Plan : sent days or even weeks prior to departure.

To include the following :-
- Ship's name and call sign;

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 - Date, time and port of departure;
- Port of destination;
- ETA at destination;
- Route information;
- Special resources on board.

Departure Report : sent as soon as possible after departure.

To include the following :-
- Ship's name.
- Date, time and port of departure.

Position Report : sent within 24 hours after departure and 48 hours thereafter.
To include the following :-
- Ship's name;
- Time and position;
- Port of destination;
- ETA to destination;

Deviation Report : sent if any changes are made to the sailing plan at the Master's discretion.
To include the following :-
- Ship's name;
- Details of deviation;
- Course and speed;
- Revised ETA.

Arrival Report : sent just prior to or on arrival to pilot roads at the port of destination. To
include the following :-
- Ship's name and call sign;
- Relevant position and time.

5(c). List three other reporting systems with which you are familiar.

AUSREP
INSPIRES
MAREP

March,'96

4(b). Diferentiate between Adopted and Non-Adopted Schemes.

Adopted Schemes are intended for use by all vessels, by day and by night, in all weathers, in
ice free waters or under light ice conditions where no extraordinary manoeuvres or assistance by ice
breakers are required. All routeing systems, adopted by the IMO in accordance with Rule 10 of
International regulations for Preventing Collision at Sea (1972), applies to all vessels in or near an
area of TSS adopted by the IMO and does not relieve any vessel of her obligation under any other
rule.

Non-Adopted Schemes are established by the national government or the local authorities
and are not adopted by the IMO; but may be submitted to the IMO for approval. The authorities lay
down regulations governing its use. Such regulations may not only modify Rule 10 but also other
steering and sailing rules.

4(c). State where information on Traffic Separation Schemes may be obtained.

All charts show all adopted routeing schemes.

Ship's Routeing published by and obtainable from the IMO shows details of routeing systems adopted
by IMO.

Admiralty Sailing Directions mention all TSS, whether or not it has been adopted by IMO.

Annual Summary of Admiralty Notices to Mariners lists all the TSS shown on Admiralty charts and
also indicates which schemes have been adopted by the IMO.

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Mariner's Routeing Guide Charts (5500 - English Channel and 5501 - Gulf of Suez) also show the
routeing systems.

5(a). List the titles of the main sections of the Weekly Notices to Mariners.

Section I : Explanatory notes, Indexes to Section II.

Section II : Admiralty Notices to Mariners. Correction to charts.

Section III : Reprints of Radio Navigational Warnings.

Section IV : Corrections to Admiralty Sailing Directions.

Section V : Corrections to Admiralty List of Lights and Fog Signals.

Section VI : Corrections to Admiralty List of Radio Signals.

5(b). State the information contained in EACH section of the Notices to Mariners.

Section I : contains explanatory notes and advise on the use of charts and publications
followed by index of notices and chart folio index of charts affected together with geographical index.

Section II : contains notices for correction of charts, including all notices effecting
navigational charts, and are listed consecutively from the onset of the year. The section also includes
'T' and 'P' notices relevant to the week. The last weekly notice of each month will also list the 'T' and
'P' notices which are remaining current. Any new edition of charts together with new publications
issued are listed in this section. Latest edition of publications are listed at the end of March, June,
September and December.

Section III : contains list of all Navarea messages in force with reprints of those issued
during the week. It also list other Hydrolants, Hydropacs, US special warnings received together with
edited reprints of selected messages in force for those areas. The first weekly notice of each year
contains a list of Navarea, Hydrolant and Hydropac messages.

Section IV : contains all corrections effecting Sailing Directions for that week. A
cumulative list of these corrections in force is also published on a monthly basis.

Section V : contains all corrections effecting the Admiralty List of Lights and Fog
Signals for that week.

Section VI : contains all corrections effecting Admiralty List of Radio Signals for that
week.

November,'95

5. The O.O.W. in a vessel in deep water obtains a shallow sounding unexpectedly.

5(a). State the authority to which the report should be sent.

International Hydrographic Office (IHO) based in Monaco.

5(b). List the information which should accompany.

The information required would include the following :

For H-102 :-

Ship's name and call sign.

General location.
Subject.
Approximate position (latitude / longitude).
B.A. chart affected.
Latest notices to mariners held.
Publications affected.

For H-102A :-

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Name of port.
General remarks.
Anchorages.
Pilotage.
Directions.
Tugs.
Wharves.
Cargo handling.
Cranes.
Repairs.
Rescue and distress.
Supplies.
Services.
Communications.
Port authority.
Small craft facilities.
Views

5(c). State the publications from which the report may be obtained.

Weekly Notices to Mariners as issued by the Hydrographic Office Admiralty.

November, '94

1(b). Explain, in general, the factors which make all routes indirect.

Following are the factors which make all routes indirect are :-

Type of vessel (passenger ,cargo , bulk , tanker , livestock).

Speed and power capabilities of the vessel.
Size of vessel (large or small).
General climatic conditions such as pressure, sea surface temperature, currents, fog, etc.).
Seasonal winds affecting the areas over oceans such as SW'ly monsoons.
Tropical storms as to which areas are usually affected and which periods of the year are they
expected .
Depressions sweep across the oceans in north and south hemisphere, all with uninterrupted winds of
long duration and build up heavy seas and swell, and are an important factor in deciding the route of
a passage.
Loadline Rules.
Ice Limits.
Distance and safety of the vessel overall plays an important role in deciding in making routes
indirect .

1(c). Explain why the route recommended for vessel 'B' is so different from all the other routes.

Vessel "B" is a small vessel of low power

This route keeps the SW monsoon and winds on bow for major port of voyage.

4. A vessel is in the Red sea, heading for Suez and Masters night orders include the following
instructions : "Maintain the track laid on the chart, and at morning twilight, obtain a star sight if at all
possible".

4(a). Discuss the problems involved in making stellar observations in the Red sea.

Abnormal refraction causes an angle between the true direction and apparent directions of the body
as a result of which the body could appear higher than their actual altitude.

As temperatures around the Red sea are very high, the altitudes of a body can be affected by
refraction as it depends upon temperature and pressure of the atmosphere.

Nautical tables have table giving mean refraction based on standard sea level and pressure values .

Refraction changes values of "dip" as refraction can also alter a visible horizon.

Possible dust can create incorrect visible horizon.

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Low coastline can be mistaken as visible horizon.

4(b). (i).State, with reasons, the minimum number of stars required to obtain a reliable position.

A minimum of three stars to be used to get a good angle of cut.

The stars should be well spread around the horizon, and hence, the fix will be inside the cocked hat;
otherwise, the position will be outside the cocked hat.

Altitudes of the stars should be between 30-60 degrees for a good fix, and where possible, with
approximately the same altitude.

Generally, four stars are preferred, if possible, 90 degrees apart in azimuth, because any error due to
abnormal refraction will be eliminated by using opposite horizons.

4(b). (ii). Explain which observation, if spread over a period, should be made first.

At sunrise (AM civil twilight) :-

1st Easterly - Less bright star
2nd Easterly - More bright star
3rd Westerly - Less bright star
4th Westerly - More bright star

At sunset (PM civil twilight) :-:

1st Easterly - More bright star
2nd Easterly - Less bright star
3rd Westerly - More bright star
4th Westerly - Less bright star

5(a). (i). Outline the basic concept of GMDSS.

Global Maritime Distress and Safety System (GMDSS) is developed by the IMO and
included in the SOLAS convention.

The basic concept of GMDSS is to rapidly alert Search and Rescue authorities ashore and to
the shipping in the immediate vicinity of a vessel in distress so as to co-ordinate search and rescue
operation with the minimum of delay. The system also provides for urgency and safety
communications, and the dissemination of Marine Safety Information including navigational warnings
and weather messages.

All ships to comply with GMDSS requirements by 1st February, 1999.

5(a). (ii). List the sea areas designated by GMDSS and the means of communication within each.

Sea Area A1 : within the range of shore-based VHF stations (20-50 nm); ships will carry VHF
equipment and either a satellite EPIRB or a VHF EPIRB.

Sea Area A2 : excluding Sea Area A1, and within the range of shore-based MF stations (150-
200 nm); ships will carry VHF and MF equipment, and a satellite EPIRB.

Sea Area A3 : excluding Sea Area A1 and A2, and within the range of geo-stationary satellite
(eg. INMARSAT), covering roughly between 70 N and 70 S; ships will carry VHF, MF, a satellite
EPIRB and either HF or satellite communications equipment.

Sea Area A4 : excluding Sea Areas A1, A2 and A3, covers area beyond INMARSAT range ie.
greater than 70 N or 70 S (Arctic and Antartic Ocean); ships will carry VHF, MF and HF equipment,
and a satellite EPIRB.

NB : Additionally, all ships will carry equipment for receiving MSI broadcasts.

March,'94

3(b). If there was doubt as to a suspected index error of the sextant used for the observation
indicate reliability fo the position.

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 The index error affects the altitude of the body.

Index error 'on' the arc is substracted from the sextant altitude, and
Index error 'off' the arc is added to the sextant altitude.

If the incorrect altitude is larger (i.e.+ I.E.) than the actual, then the PL is offset towards the
observed body;
If the incorrect altitude is smaller (i.e.- I.E.) than the actual, then the PL is offset away from
the observed body.
In both the cases, the distance of the offset will be equal to the error.

X Observed body
CI Calculated Intercept
CM Longitude or Meridian
CL Latitude
C Actual Position
Z Azimuth of "X"

If there was no error in the altitude, the intercept would have been zero, C and I would
coincide, thus, causing an error in Latitude = AC and in Departure = BC.

4. The Master / Pilot relationship has, on occasion, led to controversies as to the responsibilities
of each particularly in compulsory pilotage waters.
(Q. 4 / March,'90; June,'90; March,'93).

4(a). List the information

(i). the Master should give the Pilot on boarding his vessel
(ii). the Pilot should give to the Master

(i). (1). Ship's general particulars - length, breadth, depth, etc.

(2). Draught of the vessel.
(3). Vessel's present course and speed; compass error, if any.
(4). Current state of engines.
(4). Speed at respective revolutions at full / half / slow / dead slow.
(5). Type of engine and propeller; bow thruster, if fitted.
(6). Navigation equipment and aids; any error or faults in navigational aids.
(7). Bulbous bow (Y/N).
(8). State of readiness of anchors.
(9). Last port of call.
(10). Port of destination.
(11). Nature of cargo onboard.
(12). Radar status.
(13). VHF channel guarded.
(14). Present position on chart and relevant passage plan details.

(ii). (1). Limits of pilotage authority.

(2). Any local hazard or navigational warning in operation.
(3). Area on chart of reduced underkeel clearance.
(4). Tugs intended for use - how many and where.
(5). ETA at berth and time period of distance of pilotage.
(6). Docking pilot required (Y/N).
(7). Junctions of high traffic density.
(8). Local weather forecast.
(9). Current, eddies and tidal information
(10). Intentions to use anchors and location of safe anchorages.
(11). Special code signals for pilots, if any.
(12). Contact number or VHF channel in case of emergency.
(13). Contingency plan incase of breakdown.
(14). A copy of local by laws.

4(b). State which topics must be discussed and agreed before vessel proceeds.

(1). With present draught, what are the areas of reduced underkeel clearance ?
(2). Are there any navigational warnings in operation ?
(3). Are there any hazards effecting ship's intended track ?
(3). What are the traffic congested or crossing vessels areas ?

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 (4). What tides and currents will affect the vessel's route and it's ETA ?
(5). What changes, if any, are effecting port regulations or communications ?
(6). What berth and which side alongside ? Tugs (Y/N) and Tug lines (Y/N).
(7). Is passage planning route agreeable or are any changes required ?

4(c). State the duties of the O.O.W. when under pilotage.

(1). Call Master, if in doubt.

(2). Monitor own vessel and other position of other vessels in the vicinity.
(3). Inform Master at check points and communication points.
(4). Maintain an effective lookout.
(5). Remain on manual steering.
(6). VHF watch to be maintained on CH 16 and channel as required by the pilot.
(7). Proceed at a safe speed.
(8). Obtain updated weather reports.
(9). Keep engine room informed.
(10). Maintain logbook entries.
(11). Exhibit correct lights and shapes.
(12). Fly correct flags.
(13). Do not stand vessel into danger.
(14). Use all available means to check vessel's position.

4(d). State the action, in the absence of the Master, that the O.O.W. should take if he is in doubt
as to a Pilot's intention.

In the absence of the Master, the O.O.W. remains the Master's reprasentative inspite of the
pilot.

If the O.O.W. is in doubt as to a Pilot's intentions,

(i). he should consult the Pilot and draw his attention to the passage plan. If necessary, he
should take instantaneous action to reduce to minimum speed required for steerage.

(i). he should not hesitate to overide the Pilot's instructions to maintain the safety of the
vessel, and call the Master immediately telling him about the prevailing circumstances and position
of the ship with regard to the intended passage;

4(e). State the Master's safest course of action, in a compulsory pilotage area, if the Pilot is unable
to continue his duties.

The safest course of action for the Master, in a compulsory pilotage area, if the Pilot is
unable to continue his duties are the following :-

Master relieves the Pilot and takes the con of the vessel.

Inform the Port Control or Pilotage Authority over the VHF or phone, and request for a relief Pilot.

Master should proceed with caution to a safe anchorage or harbour or a position allocated by the pilot
station so as not to impede the passage of other vessels.

Should the unlikely situation develop, a statement should be made in the logbook.

5(a). State with respect to published tidal information, the sources available to a Master to
determine intermediate times and heights in offshore waters such as in the Southern North sea.

Published Tidal information is got from

(1). Co-tidal / Co-range charts

(2). Admiralty Tide Tables

(3). Navigational Chart (eg. 5043-south north sea and 5500)

(4). Annual Summary Notices

1 : Admiralty Tide Tables - Agenda and Corrigenda
15 : Underkeel Clearance

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15a : Negative Storm Surges

(5). Tidal Stream Atlases

(6). Sailing Directions and Mariners Handbook.

(7). Nautical almanac.

NB :

Co-tidal lines : are lines which join places having the same MHWI (Mean High Water
Interval).

Co-range lines : are lines which join having the same MSR (Mean Spring Range).

MHWI : is the interval between the moon's meridian passage at Greenwich and the next high
water time at a particular place.

MSR : is the range between MHWS and MLWS.

Purpose of co-tidal / co-range charts : to determine times and heights of high water offshore
in areas and places between secondary ports.

5(b). State the factors which may modify predicted times and heights of tides particularly in
coastal waters.

Normal tidal movements are generally stronger in coastal regions than in open sea
conditions.

The factors which may modify predicted times and heights of tides, particularly in coastal
waters are as follows :-

Tidal currents are altered by wind or river running off coastal regions.

Bad weather with associated strong winds.

Local geography affects both times and heights of high and low water from their predicted values.

Estuaries and basins in local areas, eg. Bay of tundy (range 21 m.) & the Mediterranean - virtually nil
(nearly land locked).

Spring and Neap tides will cause greater and lesser volumes of water movement in and out of basin /
estuaries.

Tides enter estuaries and their tributaries as a progressive wave. The times and height in basins and
estuaries of coastal areas may well be modified by storm.

ATTENTION to Annual Summary Notice 15a - Negative Storm Surges warning service. Due to
meterological effect, indifference can be anticipated on a negative surge.

5(c). State the factors which may cause actual soundings to differ from those expected in a
harbour approach area.

The factors which may cause actual soundings to differ fro those expected in a harbour
approach area are as follows :-

Possible squat of the vessel may cause a lesser depth reading.

Alteration of depth since last survey - check source data block.

Risk of negative tidal surges which could reduce depth from that predicted.

Incorrect setting and adjustment of echo sounding equipment or false reading in position.

No chart is infallable and may be incomplete.

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Small scale charts may have insufficient data for sounding comparison (use large scale charts).

The sea bottom is continuously changing and therefore, no chart can be 100% reliable (refer Annual
Summary Notice no. 15 w.r.t. UKC).

Use of foreign charts which may employ a different datum could generate depth errors on transferred
positions eg. for USA, use MLW.

November,'93

2(a). Write a set of Master's standing orders for the procedures required when operating in or near
an area of restricted visibility.
(Q.4a / June,'96; Q5a / June,'93; Q.3a / March,'89)

Reduce the vessel's speed in accordance with the Regulations for the Prevention of Collision at Sea
and proceed at a safe speed.
All radars to be operational and systematic plotting of targets commenced.
The Master should be informed of the state of visibility as soon as possible after reduced visibility is
encountered.
Vessel to be put on manual steering mode.
Inform engine room of the state of visibility and maneouvring speed to be maintained until conditions
have improved.
Sound the prescribed fog signal in accordance with the Regulations.
VHF listening watch to be maintained.
Post lookouts at wings and forward and astern, in addition to normal watch.
Switch on navigation lights throughout any period of impaired visibility.
Consider on contingency plan.
Close all w/t doors immediately.
Employ use of echo sounder, where appropriate.
Watch-keeping staff to be doubled if restricted visibility persists.

3. A vessel on a south westerly course is making a passage through the TRS region of the
Western South Pacific in March.

3(a). Give details of a bridge routine that will ensure that vessel does not meet storm
unexpectedly.

The O.O.W. should monitor weather reports for each watch period.

The O.O.W. should advice Master immediately if there is any evidence of a TRS.

All communications such as navtex, navigational warnings, or special adverse weather reports
should be sighted by the Master.

The sea temperature, barometric tendency, wind force and swell must be monitored continuously
(every three hours).

Any decrease in diurnal range must be reported to Master.

Facsimile charts / satellite projections must be obtained on daily basis.

Any doubt regarding weather must be reported to Master and checked.

3(b). If a TRS is detected, explain how the Master may ascertain the vessel's position relative to
the storm path by onboard observations. (Q.3a / June,'93)

Master should heave to and take observation of true wind direction.

Once the direction and force of wind have been ascertained, he should employ "BUY BALLOTS
LAW" to estimate the storm centre and this would provide a relative bearing of the storm centre, i.e.
in the southern hemisphere and with the observer facing the wind, take a bearing 8 compass points
to the left and take a bearing 12 compass points to the left. The centre of the storm lies between
these two bearings.

The force of wind being experienced by the vessel would also indicate the range of the ship from the
storm, i.e.

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 150 miles from centre -- 7 force wind;
125 miles from centre -- 8 force wind;
75 miles from centre -- 10 force wind.

The semi circle in which the vessel is situated by observation of the true wind shift;
in the Southern Hemisphere,
if the wind is veering, the vessel is in Navigable Semicircle (NSC)
if the wind is backing, the vessel is in Dangerous Semicircle (DSC)

Vessel's position would also be indicated by direction of swell and associated weather, satellite
pictures and facsimile charts.

4(a). List the data that is available on a Monthly Routeing Chart.

(Q.5a / March,'89)

The data that is available on a Monthly Routeing Chart are as follows :

Ice information - maximum ice limits.
Position of ocean weather ships.
Recommended tracks and distances.
Bailie wind rose.
Areas of low visibility predominant.
Mean air temperature guide.
Beaufort wind force of 7 and higher predominant.(TRS).
Dew point and mean sea temperatures.
Loadline demarkation limits.
Scale.
In addition,
Loadlines for the Mediterranean Sea, Black Sea and Suez;
Iceberg limit and pack ice limit;
Ocean Currents - predominant direction and speed in knots.

4(b). For routeing purposes "Ocean Passages for the World " catagorises vessels as full powered,
moderate powered and low powered.
State how the vessels are split into these categories.

Full powered or able to maintain a sea-going speed of 15 knots or more.

Moderate Powered or able to maintain sea-going speed of 10 -15 knots.
Low powered are vessel's which are damaged or engaged in towing having a sea-going speed of
less than 10 knots.

NB : Low powered routes (vessel) are not shown on diagrams within the Oceans Passages.
However, general advice on low / average routes is given within the text.

5(b). State why there is no time given in the nautical almanac for Nautical Twilight in high latitudes
on 4th August, 1976.

Sunlight is visible to the observer when the sun is 18 degrees below the horizon.
Sunlight before sunrise and after sunset is known as twilight. This phenomenon is due to atmospheric
refraction of the light and also reflection from the particles suspended up in the air high above
Depending upon the position of the sun, twilight is named as follows :-
(a). Civil Twilight : from 6 degrees below horizon.
(b). Nautical Twilight : 6 degrees to12 degrees below horizon.
(c). Astronomical Twilight : 12 degrees to 18 degrees below horizon.
At the equator, the sun sets and rises out of horizon perpendicular and twilight time is short. In high
latitudes, due to angle of the sun rising and setting, twilight time is longer because sun is for a
longer time within the 18 degress band below the horizon. If the sun does not go below the 18
degress band, then twilight will last all night .

Twilight last all night when :

(Latitude + 18 degress) must be less than (90 degrees - Declination).
The limiting case :-
(90 degrees - Declination) = (Latitude + 18 degrees)
Therefore, Latitude = 72 degrees - Declination
Therefore, (Latitude + Declination) = 72 degrees
Hence, (Latitude + Declination) must not be less than 72 degrees for the twilight to last all
night.

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 In this case as Nautical twilight = 12 degress below the horizon
(90 degrees - Declination) = (Latitude + 12 degrees)
Therefore, Latitude = 88 degrees - Declination
Therefore, (Latitude + Declination) = 88 degrees
Hence, (Latitude + Declination) must not be less than 88 degrees for twilight to last all night.

5(c). "There was evidence of abnormal refraction near the horizon". State the precautions to be
taken when planning and plotting the star sights to minimise effects of abnormal refracttion.

Precautions in planning :
Choose high altitude stars or if possible medium altitude stars between 20 to 70 degrees, because
nearer to the zenith refraction is least; low altitude stars have greatest refraction.
Ensure that stars are spread evenly around the horizon.
At least three stars to be taken and if possible more.

Precautions in plotting :
Use separarate corrections for dip and refraction. Do not use Total Correction Tables.
Use Temperature / Pressure Correction Tables because standard values are given for Mean
Refraction Table assuming that the table is for sea level.
When conditions give rise to abnormal refraction always use sight results with caution.
If stars are evenly spread around the horizon, the position should be inside the cocked hat. If stars
are taken on one side, the fix is almost certainly out of cocked hat.
Systematic error solution may indicate probable position. Target error could be due to human error.

June, '93

4(b). (i). When checking compass error by the amplitude method, state the correct position of the
sun in relation to the visible horizon, giving reasons for your answer.

When observing the amplitude, the centre of the observed body should be on the celestial
(sensible) horizon of the observer. But the visible horizon does not coincide with the celestial horizon
because of the combined effects of refraction, parallax and dip.
Thus, when checking compass error by amplitude method, the lower limb of the sun must be
semi-diameter above the visible horizon whereby the sun's centre will be at the celestial horizon.

4(b). (ii). Explain why in high latitudes, the observation of the sun for checking compass error by
the Amplitude Method is unreliable.

In high latitudes, the path of the sun is very low as a result of which it follows a very long path
from the visible horizon to the sensible horizon and thus, the rate at which the body is changing its
azimuth is comparatively large. Consequently, a small change in altitude results in a large change in
azimuth. This makes the accuracy of the observation unreliable; unless the observer could be precise
regarding the time that the body's centre is on the sensible horizon.

March,'93

1. A vessel is on a voyage from Panama to ports on the north coast of Queensland (Australia)
and must make a landfall, just after sunrise, at the entrance to a passage through the Great Barrier
Reef.

1(a). Discuss the choice of morning stars w.r.t. bearing, altitude and the minimum number of stars
for a high confidence fix when making this landfall.

Best choice of morning stars : As due to sunrise, stars observed must be east or west. The
order in which they must be observed are as follows :-
1st Less bright stars in the East
2nd Then the bright stars in the East
3rd Then the less bright stars in the West
4th Lastly the bright stars in the West

With respect to bearing,

stars chosen for the sight should be all around the horizon; in other words, widely spread eg.
60 degrees apart. This achieves a good angle of cut and vessel's position is inside the 'cocked hat'; if
the stars are taken only on one side, vessel's position will be out of the 'cocked hat'.

With respect to altitude,

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Best altitude of stars should be between 20 degrees ~ 70 degrees.
Acceptable altitude of stars are between 15 degrees ~ 75 degrees. Altitudes below 15 degrees and
above 75 degrees are not recommended.
When stars are below 15 degrees, (i). refraction errors are variable, (ii). dim stars are not visible, and
(iii). assume that PL obtained is incorrect.

With respect to number of stars,

a minimum of three stars is to be taken and if possible, more than three are preferred.

3(a). (i). List the publications to be consulted when planning an Ocean Passage.

The list of publications to be consulted when planning an Ocean Passage are as follows :-

(1). Ocean Passages for the World

(2). Mariner's Handbook
(3). Chart catalogue
(4). NP 5011
(5). Routeing chart
(6). Ocean Current charts and current atlases
(7). Ice Charts
(8). Sailing Directions
(9). Admiralty Tide Tables
(10). Admiralty List of Lights and Fog Signals
(11). Admiralty List of Radio Signals
(12). Distance Tables
(13). Guide to Port Entry
(14). Weekly Notice to Mariners
(15). Annual Summary of Notices
(16). M-Notices
(17). Navigation warnings (T & P Notices).
(18). IMO Ship's Routeing
(19). Nautical Almanac
(20). Sight Reduction Tables
(21). Norie's Tables
(22). Collision Regulations and INTERCO

3(a). (ii). State the information found in the Mariner's Handbook.

The information found in the Mariner's Handbook are as follows :-

World map of areas / list of volumes which are covered by the Sailing Directions.

Preface, list of diagrams and abbreviations.

Chapter 1 : Charts, books, system of names, IHO and IMO (navigational information, charts &
diagrams, supply of charts, navigational warnings, Admiralty Notices to Mariners, Upkeep of chart
outfit, books, system of names, IHO and IMO)

Chapter 2 : The use of charts and other navigational aids (position fixing, lights, fog signals, buoyage,
echo soundings, squat and underkeel clearance)

Chapter 3 : Operational information and regulations (Obligatory reports, Distress & rescue, Tonnage
& loadlines, National limits, Vessels requiring special consideration, Ship's routeing, Vessel traffic
management, Exercise areas, Minefields, Helicopter operations, Pilot ladders, International port
traffic signals, Offshore oil & gas operations, Submarine pipelines & cables, Overhead power cables,
Pollution of the sea, Conservation and Historic & dangerous wrecks)

Chapter 4 : The sea (Tides, Tidal streams, Ocean currents, Waves, Underwater volcanoes &
earthquakes, Density/salinity/colour of the sea, Submarine springs, Coral, Sand waves and Local
magnetic anamolies)

Chapter 5 : Meteorology (General maritime meteorology, Weather routeing of ships, Abnormal

refraction, Aurora, Magnetic and ionospheric storms)

Chapter 6 : Ice (Sea ice, Icebergs and Ice glossary)

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Chapter 7 : Operation in polar regions and where ice is prevalent (Polar regions, Approaching ice,
The Master's duty regarding ice, Ice reports, Ice accumulation on ships, Operating in ice, Icebreaker
assistance and Exposure to cold)

Chapter 8 : Observing and reporting (Hydrographic information and Rendering of information)

Chapter 9 : IALA Maritime Buoyage System

Annexes, Glossary and Index.

3(b). State the factors that the Master must take into account when choosing an optimum route for
an Ocean Passage. (Q.3a / June,'89)

Following are the factors that the Master must take into account when choosing an optimum
route for an Ocean Passage :-

Type of vessel, draft and underkeel clearance at various stages of the voyage.
Time of the year and expected weather / sea conditions.
Available depths and width of water.
Possibility of encountering gale force winds causing subsequent delays or damage to the vessel.
Likelihood of encountering ice and fog causing delay or deviations from the planned route.
Predominant currents / tidal streams being either adverse or favourable to the ship's course.
Economical route (fuel & time saving).
Good weather route (for passenger vessels).
Recommendations from Ocean Passages of the World.
Recommendations from Meteorological Office.
State of loading and nature / type of cargo.
Need of any tasks to be carried out during voyage.
Overall navigational aids on board.
Distances off from Islands and other navigational hazard, incase of engine failure.
War zones, fishing traffic, oil and gas offshore developments and abnormal waves.
Overall distance comparison
Company's or charteres preference.

3(c). Explain how the Master should resolve the situation when different factors suggest different
routes.

Any route selected should not stand the vessel into danger. The prime consideration should be safe
naviagation of the vessel throughout the voyage and therefore, all information must be gathered on
various recommended routes.

The Master should obtain the monthly weather chart and current forecasts from the Met Office.

He should consider the capabilities of his own vessel, speed, reliability of machinery, etc.

He should take into account the time of the year and of any recommendations made by shore
routeing organizations.

The shortest distance may not always be acceptable because of ice or prevailing bad weather. Least
time over a short distance does not always follow and the Master would need to consider the overall
weather pattern for all areas of the proposed route and seasonal changes may also effect the final
choice.

Least time with least damage can be a popular option where financial savings can be made with less
heavy weather damage being incurred by the ship or cargo

Depending upon the nature of cargo, consideration towards limiting damage must also be taken,
especially to sensitive cargo.

Charterparty may stipulate that the voyage is conducted at 'constant speed'.

Special featured vessels follow special routes eg. deep draught vessels follow deep draught route
and vessels with no ice class follow ice free route.

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5. Describe the World Wide Naviagation Warning System and include in the answer, (1). Types
of warnings; (2). Areas covered; (3). Who issues each type; (4). Contents of warnings; (5). How are
they promulgated.
(Q.5 / March,'95; Q.4a / November,'89)

WWNWS (World Wide Navigation Warning System) :

To continue safe navigation practice, the International Hydrographic Organization (IHO) and
International Maritime Organization (IMO) have jointly established a Global Navigation Hazard
Warning System (GNHWS). The service is provided in english language by radio and may also be
promulgated by Notice to Mariners.

The types of warnings, together with the area covered by each and issued by, are as
follows :-

Navigational Area Warnings : is the worldwide warning service and is divided into 16
geographic areas called NAVAREA's. The authority for collecting and issuing these long range
warnings is known as Area Co-ordinator. They are published by the British Admiralty in the Weekly
Notices to Mariners and each Navarea are shown in diagrams in the Annual Summary of Notices to
Mariners and the Mariners Handbook.
The contents are
Navarea warnings which ocean going vessels require for safe navigation.
Failure and changes to major navigational aids.
New wrecks or navigational hazards in or near ocean shipping lines.
Areas where SAR, anti-pollution, cable lying activities are taking place.
Significant malfunction to radio navigation.

Coastal Warnings : effect a specific coastal region in the area of the hazard and are
broadcast by country of origin. It assists the mariner in coastal navigation, between ports and outer
limits of ports. They are transmitted by CRS in english and national language on W/T, R/T, VHF and
Navtex. The times and details of transmission are given in the ALRS volume 3.

Local Warnings : may supplement or aid coastal warning service by giving detailed
information relating to inshore waters. These warnings are broadcast by the coastguard, port or
pilotage authorities. They are issued only in the national language and the particulars are given in
ALRS volumes 3 and 6.

Contents of warnings :-
Newly discovered wrecks.
Changes to Navigation aids.
On going search rescue.
Cable laying activity.
Anti-pollution operations.
Natural hazards present.

Methods of promulgation :-
Best method of transmission is Navtex.
In the USA, in the form of "HYDROLANT's" or "HYDROPAC's".
Current warnings in the Weekly Notice to Mariners.

December,'92

4(a). Describe breifly how a least time track is constructed on board a vessel equipped with a
radio facsimile receiver and trading in Eastern North Atlantic Ocean. (November,'88)

Construction of least time track :-

(1). Knowing the port of departure, destination and expected date and time of departure, the
routeing officers will study the latest appropriate surface synoptic and prognostic charts, together with
sea state charts, to identify the general weather and sea state conditions that are expected to be
encountered.

Using their experience, the routeing officers will identify the part of the ocean where the least
time objective is likely to be achieved. Ice conditions, current, etc. are also taken into account at this
stage. Having done this, a detailed investigation of the area is next carried out.

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 (2). From the initial starting position five or six tracks, approximately 10 to 15 degrees apart
are drawn on a transparent overlay which is placed over a prognostic wave height chart for the 12
hour period after the expected time of sailing.

(3). After the study of the prevailing prognostic and wave height charts, and the ship's
performance curves, the estimated 12 hours per run distance is plotted on each of the tracks is
plotted.

(4). These positions are joined together to form a contour line known as the "Time Front".

(5). From the most favourable position on this "time front", the procedure is repeated at 12
hour intervals.

(6). This enables a second contour to be drawn upto 48 hours.

(7). The position on the 48 hours contour which is the nearest to the ship's destination is that
point which the Master is advised to route by.

(8). When estimating distance on the projected tracks, allowance is made for fog and ice or
other navigation hazards.

4. A vessel is routed by 'Metroute', the ship routeing service of the UK Met office.

4(a). List the information that the Master has to give to the Metroute Routeing Office or List the
information that the Routeing Officer will require from the Master of vessel (i). before sailing (ii).
whilst on voyage.
(Q.3b / November,'94; Q.4 / June,'90; November,'88)

Before sailing
Name and type of ship.
Speed of the vessel.
Classification of the vessel (eg. ice class).
Destination and departure points.
Date and time of departure.
Draft of vessel on sailing.
Type of cargo.
Stability aspect
Information on the vessel's performance curves.
Type of route required by the Master.
State of loading.
Passage speed required.
Preference of Master / Owner / Charterers

Whilst on voyage

(1). Master informs Routeing Officer of the following :-

(a). Time of clearing harbour.
(b). Time of departure point.
(c). Whether original track confirmed or ammended.

(2). Ship / shore : 6 hourly weather report to be sent inclusive of position report. Unless
making regular weather reports, position reports every 24 / 48 hours which should include couse,
speed, wind direction and force, and state of sea; advise of breakdowns or reductions of speed other
than for weather. Metroute requires position report every 24 hours or for ships to send a reduced
weather message as per ALRS vol.3.

(3). Any Deviation : Off track is reported together with reason (eg. ice).

(4). Arrival Report : Time at destination.

4(b). List the routeing information that is sent to the Master of the routed vessel and state when he
should receive it (Q.4b / June,'90).

A provisional route is sent to the Master prior to sailing with the routeing information
consisting of an analysis of present synoptic features affecteing the area together with a weather
forecast, and may also contain a forecast of future storm tracks.

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 Meteorology office checks weather every 6 hours and ships, too, report to the office every 6
hours with updates on position and weather, otherwise once daily.

If the forecast conditions are significant but unavoidable, then an advisory message will be
sent to the Master every 48 hours or more often confirming or amending the route and giving details
of the weather to be expected

If the forecast conditions of significant weather can be avoided, or if a significant decrease in

intensity of adverse weather can be achieved by change in course or speed, then a route diversion
message will be sent to the Master.

4(c). State the benefits of Metroute to (i). the Master, (ii). the owner / charterer / manager.

(i). For the Master :- safety and efficiency at sea :

Voyage planning at the start of the passage.

Regular signals during passage provide detailed vessel specific weather forecasts.

Routeing advise from professional mariners, who understand the responsibilities of the Master.

Avoidance of adverse conditions reduces the chance of vessel damage and weather related
accidents to crew and cargo.

Adherence of agreed schedules avoids contractual penalties.

(ii). For the owner / charterer / manager :-

Post voyage information for management and accounting purposes.

Accurate round the clock monitoring of the vessel's progress.

Comparisons between actual and alternative routes to demonstrate the benefit of routeing services.

Comparisons between actual speeds achieved and charter speed, after appropriate allowance for
weather and currents.

Clear documentation of weather related vessel performance over the whole voyage from
acknowledged experts in global weather.

4(d). Describe a Hindcast chart and explain its use to the ship's Master / owner / Charterer. (Q.3c /
November,'94; Q.4c / June,'90)

On completion of a voyage, the routeing organization may, on request, prepare and provide a
Hindcast chart, and compares the progress of the vessel during the voyage and the actual weather
experienced on the selected route. This comparison is made against the weather and estimated
progress of an alternative routes.

The comparison allows the Master / ownwer / charterer

to compare the values of met routeing;
to compare the savings in time, fuel and money;
illustrates avoidance of bad weather and safe options;
provides evidence of choice and justifies expenditure of met routeing.

5. State the standing orders that a ship's Master should issue with respect to each of the
following situations.

5(a). Keeping a lookout

A proper and continuous lookout is to be maintained for the purpose of fully appraising the situation
and the risk of collision.

The duties of the lookout shall include the detection of ships, all navigation marks or lights, all
floating objects, prominent navigational feature, derelicts and other hazards to navigation, any

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sighting of ice (no matter in what form), any malfunction of own ship's navigational lights, ships or
aircrafts in distress, shipwrecked persons, wreck and debris.

The lookout must be able to give full attention to the keeping of a proper lookout and no other duties
shall be undertaken or assigned which could interefere with that task.

The duties of the lookout and helmsman are separate and the helmsman shall not be considered to
be the lookout while steering.

The O.O.W. may be the sole lookout in daylight, provided on each such occasion, (i). the situation
has been carefully assessed and it has been established without doubt that it is safe to do so; (ii). full
account has been taken of relevant factors, including but not limited to state of weather, visibility,
traffic density, proximity of danger to navigation and navigating in or near an area of traffic separation
schemes; (iii). assistance is immediately available to be summoned to the Bridge when any change
of the situation so requires.

A lookout is to be posted in addition to the O.O.W. during hours of darkness.

5(b). The maintenance of charts and other publication

The naviagation officer should maintain all navigation charts and publications used by the vessel.

Full use should be made of all weekly notices and supplements to update charts and publications.

Any missing corrections which are not available should be reported to the Master.

All corrections made to charts should be recorded both on the respective chart and in the chart
correction log.

All new charts together with revised editions and publications should be ordered and received on
board prior to vessel's sailing.

Current T and P notices in force should be checked as per the monthly listing.

A chart management system should be followed.

Do not make erasures or use tippex / snow paint on the charts and in publications.

5(c). Checking and testing the bridge equipment

The operational tests and the performance of navigational equipment should be checked prior to
sailing, prior to entering restricted or hazardous waters and at regular and frequent intervals at other
times throughout the passage.

Standard compass error determined at least once a watch, and when possible, after any major
alteration of course; the standard and gyro compasses to be frequently compared and all repeaters
synchronozed with the master compass.

Auto pilot tested manually at least once a watch.

All navigational and signal lights and other navigational equipment checked for proper functioning.
* Chronometer to be checked and synchronized against time signal.
* DF bearings plotted, where appropriate, and fixes compared.
* Echo sounder to be used, where appropriate, and soundings verified from the chart at known
positions.
* Course recorder to be regularly checked.
* Radar performance checked with the aid of the performance monitor.
* GPS with low HDOP (Horizontal Dilution of Precision) value to be used.
* Hygrometers to be regularly checked (ensure water in wet bulb thermometer).
* Sextant to be checked regularly and ensure that it is free of all errors.

Steering gear to be tested prior sailing with duty engineer standing by to sight the testing of the gear
in the steering flat.

Any entry to the fact that any equipment has been tested or used, should be inserted in the log book,
together with any defects experienced, in which case Master should be informed

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June,'92
2. A vessel is to make a passage through an area of pack ice where ice accretion may also be
encountered. Describe the problems that may be encountered with respect to each of the following :-

2(a). In performance of navigational instruments and electronic navigational aids

Radar scanner may become frozen up with ice acceration. Ice particles adhering to the reflecting
surface of the scanner will reduce radar energy both inward and outward.

As ship's head will vary considerably when navigating in ice conditions, hence, DF operations are
unreliable.

Reliability of Decca station in very cold climates can often effect the transmission without warning.

The use of Magnetic compass in high latitudes may become unreliable especially in polar region due
to large angle of dip.

Compass face plates are often obscured with ice crystals making visual bearings difficult.

Logs cannot be used as they have to be withdrawn to avoid damage.

Echo sounder may not give correct readings due to false echoes.

The intensity and arc of visibility of navigational lights may be reduced due to ice formation.

Radio aerials become frozen, thereby, making communications difficult.

Omega suffers from Polar cap absorbtions.

Loran suffers from different propagation.

2(b). Problems in maintaining an accurate DR position

As any DR position requires direction distance and courses :

Distance is normally obtained from the log and in extreme ice conditions (eg. pack ice), the log would
not be in operation.

The courses through pack ice will vary with ice conditions. Navigation will depend upon leads in the
ice being available and a course will be dictated by the flow and leads of the pack.

Several changes in course and variations of speed must be anticipated in short periods of time as a
result of which the distances which are estimated becomes unreliable.

Ice movement can and will influence the 'set' of the vessel. The subsequent holding of the course is,
therefore, difficult; the amount of set being variable.

Movement in pack ice often necessitates astern movements and this disrupts an accurate DR.

2(c). Problems in the use of floating marks and beacons

The use of floating marks and beacons for the purpose of navigation is extremely limited in the ice
season as many harbour authorities remove navigational marks to avoid loss or damage.

Other marks such as spar buoys are pushed beneath the ice and are not visible for use as a
navigational aid.

Where floats are visible, ice accretion can cause some discolouration and change of appearance of
mark.

Floats can be expected to be out of position where heavy ice (eg. pack ice) is experienced.

Position of any floating mark cannot be relied upon and therefore, should be used with extreme
caution. Such floats should not be used for position fixing.

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2(d). Problems in the use of sectored leading lights

Windows of the lights may be covered by frost / ice which greatly reduces sighting and visible range
of lights, thereby, making them unreliable. (especially noticeable with green sectored lights).

Coloured lights tend to diffuse and appear as white sectors. The lantern glass may have moisture
build up due to temperature changes and could further diffuse light rays.

Snow build up could completely cover the light.

The width of the sector of lights is affected.

Due to extreme weather and ice conditons, the lights may be subjected to failure especially if
unmanned and also maintenance may be difficult.

Hence, sectored leading lights should not be relied upon and position fixing must be carried
out by other means.

3. Following the receipt of a distress call, the transmitting vessel could not be contacted by
radio. Four merchant vessels are responding to this distress call and are in radio contact with each
other. (Q.3a June,'90)

3(a). State the factors that the four Masters should take into consideration when determining which
of them will take on the role of the Co-ordinator Surface Search (CSS).

Capabilities of vessel with respect to the following :-

Communications
Whether doctor or medical trained staff onboard
Hospital and casualties treatment facilities
Characteristics of vessel affecting their abilility to pick up survivors
Rescue boats
Man-power
Relative position
Vessel's speed
ETA to search area
Position of other units
Facilities of other units
Nature of own cargo and cargo on other vessels

3(b). List the information that CSS will require from each of the other three Masters.

Bearing and location of distress.

Speed and present course of each vessel.
Medical facilities (Y/N).
Rescue facility type.
Type of vessel and the nature of cargo (eg. dangerous, hazardous).
Present position.
Weather being experienced and ETA to search area.
Endurace bunkers.
Navigational aids, identification and communications facility.

3(c). State the sources of assistance that the CSS can call upon in determining both the datum
and the search pattern details or State the information required by other 3 Masters from the CSS to
conduct efficient search.

CSS can call and communicate with the following :-

Coast radio station for bearings.

MRCC for last known details of datum position.
Other search units for bearings.
Ship reporting systems like the AMVER / AUSREP.
Coastguard via CRS for search pattern areas.
Other shipping for last known position or any details.
Inmarsat, if Epirbed.

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4(c). The SOLAS convention requires the Master of any vessel to report encountering certain
meteorological conditions. State the conditions that are to be reported and to whom the report is
made.

The International Convention for Safety of Life at Sea, 1974, requires Masters of every ship
to report encountering the following meteorological conditions :-

Dangerous Ice.
Dangerous derelict.
Any danger to navigation.
Tropical revolving storm.
Sub-freezing air temperature associated with gale force causing severe ice acceration on the
superstructure of the ship.
Winds of force 10 or above on Beaufort scale for which no storm warning is received.

The report is to be made by all available means to ships in the vicinity and to the nearest
coast radio station or signal station. The report should be made in english for preference or by the
International Code Of Signals. If sent by radiotelegraphy, the message should be preceeded by the
safety signal "TTT" and if by radiotelephony, the spoken word "SECURITE"; repeated three times in
each case.

For ice, the message contains the following :-

(1). Date and GMT of the observation.
(2). Type of ice observed.
(3). Position of ice observed.
(4). Concenteration and thickness, if known.
(5). Icebergs; size and shapes.

For dangerous derelict and any danger to navigation, the message contains the following :-
(1). Type of derelict or other danger.
(2). Position of derelict or other danger.
(3). Date and GMT of last sighting.

For TRS and storms, the message contains the following :-

(1). Position of the storm so far as it can be ascertained.
(2). Date and GMT when it was encountered.
(3). Position, true course and speed of vessel when observation was made.
(4). Barometric pressure at mean sea level (not corrected for diurnal variation).
(5) Change in barometric pressure during the previous 3 hours.
(6). The true direction and force of wind.
(7). The state of sea.
(8). The height of the swell and the direction from which it comes.
(9). The period or length of swell.

March,'92

4. Shore based ship routeing services can give a number of different types of route depending
upon specific requirements of the vessel. (March,'89)

4(a). (i). List the different type of route.

(ii). State which type(s) vessel will use each of the different routes.

Least time : The main objective is to reduce time on passage regardless of other considerations.
Usually confined to tankers, product carriers and bulk carriers of large / medium size, which are
unlikely to suffer cargo damage and are less susceptible to hull damage.

Least time with least damage : The main objective is to reduce time of passage and costs of
damage. These recommended routes will minimises rough weather and ice while at the same time
achieve a quick passage time eg. Containers, passenger and roll on / roll off vessels.

Least damage : This having the objective to minimise damage to sensitive cargoes eg. livestock.

Constant speed : As required by Charterers (eg. all vessels without ice classification).

The aforementioned routes would be associated with additional criteria for vessels which
require the following :-

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Ice free route for vessels without Class A1 with no or part ice strengthening.

Deep water route for vessels constrained by her draught.

An all weather route for special cargoes (Ro-Ro) or passengers.

Fuel saving, often the same as least time with least damage route, for steam turbine ships as it is
more economical if constant throttle is maintained. (eg. VLCC's - steam turbines).

4(b). (i). State the general areas of the world where it is advantageous to use weather routeing,
either shipboard or shore based.

Weather routeing makes use of the actual weather and the resulting forecast weather in the
vicinity of the anticipated route. Routes are selected as per the weather forecast and then modified
as necessary as the vessel proceeds on its voyage.

Weather routeing is extensively used for passages across North / South Atlantic and North /
South Pacific Oceans. In these oceans, the weather changes are very rapid and without any or much
indication and therefore, it is advantageous to use ship's or shore based weather routeing to avoid
the climatic effects of the weather like gales, storms heavy swells, ice and icebergs which may
damage the vessel and cause delays in voyages.

4(b). (ii). State the type of area in which climatological routeing will be satisfactory.

Climatological routeing makes use of the prevailing currents and winds. These routes are
shown on the Routeing Charts as well as considered in the Ocean Passages of the World.

Climatological routeing will be satisfactory in the middle latitudes, the Carribean's and the
Indian Ocean. In these area, the weather is seasonal, quite predictable and little scope is felt for
adverse weather changes. Hence, the ships tend to use climatological routeing which changes
season to season.

5. The GMDSS is being phased in between 1st February,'92 and 1st February,'99. Outline the
elements of this system.

The elements of the GMDSS system are as follows :-

(1). Four satellites (geo-stationary) for global coverage.

(2). Shipboard

A VHF installation with a capability of transmitting and receiving digital selective calls (DSC) on
Channel 70 and radiotelephony on Channels 6, 13 and 16.

Equipment which allows continuous DSC watch to be maintained on VHF Ch. 70.

The capability to receive the International Navtex Service broadcasts when operating in any area
where Navtex is provided.

An onboard facility for the reception of the Marine Safety Information (MSI) by INMARSAT Enhanced
Group Call System (EGC) when engaged on voyages where Navtex coverage is not provided.

VHF waterproof walkie talkies (> 500 GRT); minimum three.

Search and Rescue Transponders (SART's) operating in 9 Ghz band; minimum two.

Satellite EPIRB manually / automatically activated with float free arrangement (distress alerts on 406
MHz or through Inmarsat geo-stationary satellite service).

This equipment has been identified by IMO to be suitable to :-

Ship-to-Shore Distress Alerting.

Shore-to-Ship Distress Alerting.
Ship-to-Ship Alerting.
Search and Rescue Coordination.
On-scene Commander.

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Transmission and receipt of locating signals.
Transmission and receipt of Maritime Safety Information.
General Radio Communications
Bridge-to-Bridge Communications.

INMARSAT provides worldwide coverage except polar regions.

INMARSAT A (voice / data / fax / telex) - Real Time.
INMARSAT C (text / data at lower speeds) - Store and Forward.

(3). Ground

Local User Terminals (LUT's).

Regional Data Distribution Centre (RDDC).

Marine Rescue Co-ordination Centre (MRCC).

December,'91

3. A vessel is about to sail from Montevideo (Uruguay) to Quebec (Canada) in early March and
the vessel has no ice classification.

3(a). State the sources of information which are aviailable to the Master as to the latest ice
situation in the North Atlantic.

Before sailing :-

Ice reports available from Ice Patrol and distributed by the US Coastguard and US Naval
Oceanographic Office.

Ship routeing advisory service available from the Meteorological Office at Bracknell (England).

Ice charts as supplied by Admiralty Hydrographic Department of the Canadian Hydrographic Service.

General reference should be made to relevant publications, such as Ocean Passages of the World,
Mariners Handbook, Admiralty Sailing Directions and Weekly Notices to Mariners

Old ships log books.

Whilst enroute :

Reports from other shipping which is outward bound from respective ice effected regions.

Radio advisory warning reports from Halifax, Nova Scotia; refer to ALRS.

Navtex - Ice reports via. various transmitters, eg. Norwegian Sea and Icelandic areas by Norway, and
by Swedish Ice Service.

Ocean weather ships.

Daily Coast Radio Stations w/t broadcasts.

3(b). State the Master's obligations upon sighting dangerous ice.

On sighting : A Master should send an obligatory report made by all available means to ships
in the vicinity and to the nearest coast radio station or signal station. The report should be made in
english for preference or by the International Code Of Signals. If sent by radiotelegraphy, the
message should be preceeded by the safety signal "TTT" and if by radiotelephony, the spoken word
"SECURITE"; repeated three times in each case.

Report Content :
(a). Ship's name and port of registry.
(b). Date and GMT of the observation.
(c). Type of ice observed.
(d). Position of ice observed.
(e). Concenteration and thickness, if known.

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 (f). Icebergs; size and shapes.

NB : I would consider any ice to be dangerous ice for surface navigation in the sense that if
one piece of ice is sighted in an area, there is a distinct possibility of another piece and perhaps
much bigger than the one sighted. It is very easy as well as dangerous to underestimate the size of
ice. Dangerous ice can, thus, be defined as any ice that impose risk to safe surface navigation. For
example, brash ice is not dangerous to surface navigation. However, what may have been within it's
coverage area can be growler which may not be detectable by radar. Hence, all ice is dangerous to
surface navigation.

4. Draw up a set of Master's standing orders for a 30,000 DWT and 15 knots bulk carrier for
each of the circumstances listed below :-

4(a). Conduct of bridge team when under pilotage :-

The O.O.W. remains the Master's representative on the bridge in the absence of the Master. The
O.O.W. will at no time leave the bridge while under pilotage conditions unless releived by the Master
or his designated representative.

The O.O.W. should monitor the vessel's position at regular intervals and whenever safe navigation
requires despite the presence of the Pilot.

The O.O.W. should continuosly monitor the UKC throughout the pilotage and not stand the vessel
into danger.

Full use of all navigational equipment should be made by the O.O.W. taking into account that the
Pilot may be unfamiliar with specific instruments.

All instructions from the Pilot should comply with the projected passage plan and any intended
deviation from the plan should be reported to the Master before they occur.

The O.O.W. should monitor all communications affecting the safe navigation of the vessel, including
the Pilot communication and keep the Master advised accordingly.

The O.O.W.should not hesitate to override the Pilot's instructions to avoid the vessel being stood into
danger.

Lookout :-

The lookout is to be maintained on the Bridge or monkey island.

All traffic / navigation marks and beacons must be reported to the OOW and the Pilot.

The lookout is designated to lookout duties only and must not be given additional duties.

Helmsman :-

The quartermaster must respond to the Pilot's instructions except where the Master or his
OOW take the con of the vessel.

Any loss of steering or fault must be reported to the OOW and the Pilot.

All orders are to repeated 'word' for 'word

4(b). Change over of the officer of the watch :-

The O.O.W. should

report to the bridge in ample time and fully capable of performing their duties; not impaired by
alcohol, drugs or sickness.

have his vision adjusted to the prevailing conditions.

be satisfied with any "standing orders" or specific "night orders" given by the Master.

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confirm the vessel's position, course and speed.

be familiar with predicted tides and currents, weather reports, state of visibility and their subsequent
effect on navigation.

ensure that the navigational situation regarding the performance of gyro and magnetic compass
together with any errors is in order.

ensure that all navigation equipment is functioning in proper manner.

ensure that respected traffic and other vessels movements does not endanger own vessel.

clearly in advance confirm any navigational hazards that might be anticipated; heel, trim and squat
should not affect the UKC of the vessel.

4(c). Fixing the vessel's position :-

A minimum of three position lines should be employed to fix the vessel's position.

Both primary and secondary position fixing methods must be used when monitoring ship's progress.

Visual fixes should be used whenever and wherever possible.

Instruments should be used with due regard to their reliability, accuracy and with attention to potential
instrument error.

Continuous use of a single method or instruments to fix the position is not to be encouraged except
when no alternatives are available.

Full use should be made of any associated navigational aid such as echo sounder to corroborate
obtained position.

5(a). Describe the method of keeping Admiralty Sailing Directions up to date between new
editions.

Each volume is republished at intervals of about 12 years. Between editions, it is kept corrected by
publishing successive supplements published every 18 months, each new supplement cancelling its
predecessor.

Section IV of the Admiralty Weekly Notices to Mariners contains selected urgent corrections to the
Sailing Directions that cannot await until the next supplement. Current corrections are listed in the
notice published monthly and those in force at the end of the year are reprinted in the Annual
Summary Notices to Mariners.

It is recommended that all corrections are kept in a file with the latest list of corrections in force on
the top. The file should be consulted when using the parent book to ensure if any correction affecting
the area under consideration are in force.

5(b). Provided extracts of Red sea and Gulf of Aden Pilot,

(i) Expalin fully the significance of the arrows.

The arrows represent surface currents, their predominant direction and average rates.

The arrow flows with the currents and are related to the prevailing winds.

The arrows represent the direction of flow.

The rate which is an (average figure) is indicated at the tail of the arrow.

(ii). State how these values are derived.

The arrow presentation vary in thickness and its thickness represents the constancy.

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The value of constancy is obtained by comparing the number of observations in the predominant
sector against total number of observations and expressed as a percentage.

June,'91

2(a). List publications navigators should consult when planning a passage and give details of
information found in each. (Q.3b / June,'89)

Ocean Passages : Weather conditions, weather routeing services, suggested routes,

approximate distances, navigational hazards and reliability of depths.

Mariners Handbook : General informations on navigational hazards, weather conditions, a

general guide on all publications.

Admiralty Sailing Directions : Ampliy informations given on charts and points of general
interest to mariners, local weather conditions, tides, currents, depths around the coasts, land marks,
approaches, anchorages, pilotage approach, information, bouyage system and marks.

Chart Catalogue : Gives the required charts for voyage and current charts.

Navigational Charts : Give depths of water, land / coast, lights and navigational aids.

Routeing Charts : Provides information for planning ocean passages for the month required,
recommended tracks and distances to chief ports, loadline limits, ice conditions, predominant winds
and currents.

Weekly Notices to Mariners : To check, update, correct charts and latest information
pertaining to navigation.

Admiralty List of Lights and Fog Signals : Gives updated details / characteristic of fog signals
/ lights, light buoys, light vessels, structure of lighthouses, etc. for a particular area.

Admiralty List Radio Signals : Gives worldwide radio information, coast radio stations, port
frequencies, Pilotage, minimum notices w.r.t. ETA's, VHF working channels, DF stations etc.

Admiralty Tide Tables : Tidal information, tidal streams and tidal levels for areas concerned.

Distance Tables : Gives shortest distances in RL or GC between chief ports.

Guide to Port Entry : Gives information on ports, berths, equipments, legal requirements,
custom and immigration laws, health regulations, services available, medical facilities.

Other publications :
Nautical almanac
Temporary and preliminary notices
Navigational warnings.
IALA buoyage
5011- Chart abbreviations
Previous passage plans

2(c). Discuss the problems associated with fixing the vessels position on passage from Nagoya to
Brisbane by the following :-

(i). By astro navigation :- depends on factors such as horizon, clouds, angle of cut, altitude
and spread of azimuth. Thus,

The horizon at all times may not be clear due to onset of fog, mist and clouds, or presence of islands.

Due to clouds, rain and fog, celestial bodies (eg sun, moon and stars) may not be visible.

Bodies such as stars may not be spread out around the horizon.

Altitudes may be affected due to clouds, haze and rain.

Gale frequency (10days / month) resulting heavy rolling of the ship.

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 (ii). when using the transit satellite syatem :-

Transit systems may have long time gap between one fix and the next; sometimes exceeding 12
hours in low latitudes.

Fixes are only available at the time of the observation.

In areas of heavy rainfall, there is a possibility of the signals getting lost.

3(a). Draw up a Bridge Emergency Procedures checklist for each of the circumstances listed
below :-

(i). Man Overboard

Helm hard over to the side on which the man has fallen.
Release lifebuoy with self-igniting light and self-activating smoke signal.
Press the MOB button on the GPS, if available.
Sound the general emergency alarm.
Inform the Master.
Inform the E/R and have the main engines ready for immediate manoeuvring.
Revert to hand steering.
Release SART, where appropriate.
Post extra lookouts.
Establish communications with the CRS.
Advise other vessels in the vicinity by VHF.
Hoist International Code Flag "O" and sound "O" (- - -) on the whistle.
Rescue boat turned out and ready for launching.
Hospital made ready to treat for shock and hypothermia treatment.
Plot the datum position / appropriate search pattern, and complete the manoeuvre.
Obtain updated weather report.

(ii). Stranding

Stop engines.
Sound general emergency alarm.
Inform Master and E/R.
Advice CRS and other vessel's in the vicinity by VHF.
VHF watch maintained on Ch.16 at all times.
Position on the chart verified and safe port options investigated.
Display appropriate light and shape signals; switch on deck lights.
Sound appropriate sound signals (eg "U").
Close all watertight doors.
Sound round all bilges and tanks.
Sound round the vessel's hull to check depth of water.
Determine nature of seabed.
Calculate times and heights of next high water.
Damage control team mustered.
Refer to vessel's damage stability information.
Consider possibility of dropping anchor underfoot to prevent damaged ship from sliding off into
deeper waters.
Consider whether assistance is required by tugs.
Make relevant entries in the logbook.
Position of vessel sent ashore with updates from time to time.

(iii). Steering Gear Failure (Q.4c / June,'96; Q.3c / March,'89)

Immediately engage alternative emergency steering gear.

Inform Master and E/R.
Display NUC signals, lights and shapes, as appropriate.
Sound appropriate sound signal to warn other traffic eg "D" or "U".
Advise vessels in the vicinity.
Obtain updated weather report.
If in restricted visibility, sound appropriate fog signal.
Post lookouts.
Stop the vessel in the event of both emergency and auxillary steering systems failure.

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 NB : If the vessel is stopped in the event of both emergency and auxillary systems failure, a
warning report may become necessary, depending on the vessel's position eg. English Channel TSS.

3(b). The Master must ensure that his officers are thoroughly familiar with the content of the above
checklist and procedures. Explain the ways that this can be achieved.

The Merchants Shipping Regulations,1982, requires Master to give directions and

operational guidance to officer incharge of the navigation watch.

Master should

issue guidance notes and instructions to his officers in way of standing orders or night orders.

ensure that the company's or managements safety instructions and manuals have been read and
understood.

ensure that all watchkeepers should read M-1102 and Bridge Procedures Guide (ICS).

ensure that all watchkeepers are to familiarise themselves with the standing orders and all the
checklists in the guides, and sign to confirm that they are fully understood.

ensure that all navigational instruments and gear are tested atleast once a week and a steering
changeover, from auto to manual and back to auto again, checked once every watch.

have mock up drills on all possible emergencies with an O.O.W. incharge of situation.

5(a). In the absence of any other sights or PL, assess the value of series of Pole star sights in
monitoring the following :-

(i). The vessel's progress along its track :

As the vessel is on course of 090 degrees (T), the series of pole star sights will give a poor
indication of advance of the vessel along its track as PL's are almost parallel or in line with the track
or course of the vessel.

(ii). Any deviation from the track :

A series of these pole star sights will give a good indication of cross track error along the
vessel's course.

NB : Approximate altitude to set on your sextant using Polaris is your own latitude.

March,'91

3(b). Describe the alternative courses of action that could be taken by the Master to keep his
vessel safe and explain how each could keep the vessel clear of the worst of the storm.

(1). The Master as he already knows that the storm has resumed and is heading SSW'ly at
15 knots can keep plotting the storms tracks with latest updates. Initially, he is about 540 nm from the
storm centre.

(2). The Master can proceed on his normal course if he wishes and is plotting the storms path
as it curves. This option is not the best option but would put the vessel on the navigable semicircle of
the TRS.

(3). A SW'ly course would be most suitable, as firstly, it would take the vessel away from the
eye of the storm, and secondly, the vessel will be on the navigable semi-circle of the TRS with plenty
of sea room. At the same time, the storm's path will have to be plotted. This course would only take
the vessel away from the destination.

(4). Another option is to head on a W'ly course and probably look for cover in sheltered
areas. This course, too, would keep vessel atleast 250-300 miles away from eye of storm. It will keep
the vessel in navigable semi-circle and avoid getting on to a lee shore. This would be a little time
saving for the voyage but will still feel the effect of the storm and swell.

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4(b). State the advantages to the navigating officer of having Navtex Receiver on Bridge.

Following are the advantages of Navtex Receiver to O.O.W. on Bridge :-

All latest and updated navigational warnings are received.

Latest update on weather forecast is available.
Any distress warning in the vicinity can be attended to.
Any pilot service messages for the area.
In high latitudes, ice reports can be received.
Gale warning forecast on the intended track received.
Movement of rigs in the offshore region can be obtained and position charted.
An update on navigational instruments can be obtained (eg. Decca, Loran-C, Omega and Satnav)
With the information received from the Navtex Receiver, passage plan can be amended as required
for the safety of the vessel.
It is quick and easy to receive unlike the morse code signal received by the Radio Officer.
Unwanted or irrelevant messages not set into receiver will not be printed.

5. A container vessel has all the navigational aids, Satnav and auto pilot. It has unmanned
engineroom with alarm for single manning and full crew of three deck officers, four engineers and
eight GP crewmen.

5(a). List the factors that the Master should take into consideration when determining the
composition of watches.

Geographic position and local navigational hazards.

State of visibility, effected by fog, rain, haze, sleet or snow.
Day or night conditions.
Open water, landfall or coastal conditions.
Traffic density and proximity of focal points.
The number of personnel and their experience.
The need for use of manual steering or auto pilot.
Need for continuos radar watch.
Whether a Pilot is on board or not or when approaching for pilotage.
The possibility of fatigue effecting watch keepers.
The level of navigation duties eg. frequency of position fixing.
Number of lookouts expected eg. in special operations like MERSAR.

Watchkeeping arrangements
Always adequate to the prevailing circumstances and conditions and should take into account the
needs of maintaining a proper lookout.
At no time should the Bridge be left unattended; one O.O.W. and one rating as lookout with an
additional rating on immediate call, if required and a helmsman, where appropriate.
State of visibility and weather conditions.
Day or night conditions.
Operational conditions of navigational aids.
The need to use manual steering or autopilot; autopilot is designed to relieve the helmsman but not
the lookout rating.
Any navigational hazards or special circumstances.
Need of proper rest of watchkeepers.
Certification and experience of watchkeepers.

Watchkeeping arrangements on ocean passages in clear weather

Master available as required.
During daylight, rating may work in immediate vicinity but must be readily available.
Bridge watches as follows : C/O (04-08), 3/0 (08-12), 2/0 (12-04) and duties as per Master's
standing orders and good lookout.
Engines on bridge control, engineers on day work and an engineer on immediate call at night, if
required.

Watchkeeping arrangements on ocean passages in restricted visibility

Master on bridge as required supervising safe navigation of vessel.
Bridge watches as before but two ratings allocated to each watch-keepers.
Engines on bridge control and on manoeuvring speed ready for immediate use.
Engine room to operate a three watch system and C/E to be in engine room as required.
If restricted visibility persists for more than 12 - 24 hours, then consider doubling of watches.

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The need for a continuous radar watch and the level of navigational duties such as frequent position
fixing.

Watchkeeping arrangements in river passage with pilot onboard

Master on bridge as the overall incharge and pilot as advisory.
One O.O.W., one rating as lookout and one rating as helmsman.
One responsible officer and rating standby at the anchor forward.
Engines on bridge control and on manouvring speed.
C/E to be in E/R at all times additionally with duty engineer and one engine room rating.

December,'90

3(c). List the meteorological phenomena that a vessel is obliged to report under M.S. Navigational
Safety Regulations No. 534 of 1980.

As per the MSA regulations a vessel is obliged to report the when the following are
encountered :-

Dangerous Ice.
Dangerous derelict.
Any danger to navigation.
Tropical revolving storm.
Sub-freezing air temperature associated with gale force causing severe ice acceration on the
superstructure of the ship.
Winds of force 10 or above on Beaufort scale for which no storm warning is received.

NB : A Master should send an obligatory report made by all available means to ships in the
vicinity and to the nearest coast radio station or signal station. The report should be made in english
for preference or by the International Code Of Signals. If sent by radiotelegraphy, the message
should be preceeded by the safety signal "TTT" and if by radiotelephony, the spoken word
"SECURITE"; repeated three times in each case.

4. A vessel is to make a voyage through a particularly developed oilfield in the Gulf of Mexico,
where production platforms, exploration rigs, siesmic survey vessels and well heads will be
encountered.

4(a). State the hazards to navigation associated with each of the above offshore features.

(i). Production platforms :-

Slant drilling;
Small traffic;
Safety zones;
Toxic wastes;
Helicopter Operations;
No anchor areas and back scattering lights;
Manifold and under surface work.

(ii). Exploration rigs:-

Position changing;
Charts unmarked;
Navigation corrections to charts required;
Unspecified safety zones;
Anchor operations ongoing;
Mooring buoys and towing possible.

(iii). Siesmic survey vessels :-

Ram types (restricted in her ability to manoeuvre);
Diving operations;
Under sea operations;
Marker on survey buoys;
Unmarked cables and possible floating obstructions;
No go zones.

(iv). Well heads :-

No anchoring;
Submarime pipelines;

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Suspended well heads, mark or unmarked;
Soundings limitations of echo sounder.

4(b). State where the navigator will find details of the position of (i). Production platforms and (ii).
Exploration rigs.

(i). Production platform :-

Charts;
Lists of lights;
Sailing directions;
Annual Summary of Notices to Mariners;
Special position charts (non-navigational);
Navigational warnings (new developments).

(ii). Exploration rigs :-

Navigational warnings;
T and P Notices;
VHF radio warnings;
Navtex;
Annual Summary reprints;
Pilots;
Port authorities from exploration rigs itself;
Local knowledge of company or agents, other shipping.

NB : In any exploration area, caution is advised and written reports should be checked as
some variance may occur.

4(c). State the additional instructions, w.r.t. the oilfield, that the Master should give to the Officer
drawing up the passage plan to ensure that the vessel passes these hazards safely.

(1). Observe all safety zones (500 mtrs.) and fairways when laying of courses / tracks.
(2). Observe a slow speed or safe speed in areas of oil / gas operations (Ref. no.20).
(3). Update navigational warnings and chart.
(4). Check navigational warnings.
(5). Contingency plan for fog or emergency.
(6). Manual steering inside the operations zone.
(7). Use of appropriate publications in appraisal of plan.
(8). Highlight "NO GAS AREAS".
(9). Emphasize monitoring points (primary and secondary system of position fixing).
(10). Show focal points of heavy or crossing traffic.
(11). Identify areas of expected strong currents.
(12). Mark safe anchorage sites.
(13). Potential hazard area for Master on con, Pilots and double personnels.

5(a). State the objectives of Ship's Routeing as adopted by IMO.(Q.4a / March,'96)

The purpose of Ship's Routeing is to improve the safety of navigation in converging areas
and in areas where the density of traffic is greatest and where freedom of movement of shipping is
inhibited by restricted sea room, existence of obstructions to navigation, limited depths or
unfavourable meteorological conditions.

The prime objective of Ship's Routeing system adopted by IMO may include some or all of
the following :-

The separation of opposing streams of traffic so as to reduce the incidence of head-on encounters.

The reduction of dangers of collision between crossing traffic and shipping in established traffic lane.

The simplification of the patterns of traffic flow in converging areas.

The organisation of safe traffic flow in areas of concenterated offshore exploration or exploitation.

The organisation of traffic flow in or around areas areas where navigation by all ships or by certain
classes of ships is dangerous or undesirable.

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The reduction of risk of grounding to provide special guidance to vessels in areas where water depths
are uncertain and critical.

The guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.

The advantages of Shop's Routeing system is to provide a route that will allow vessels to
reach their destination by :-

the most economical track.

that will cause least damage to the cargo and the ship.
that will provide most comfort (in case of passenger vessel's).
that will attract favourable insurance premiums.
that will be the safest option when considering the season, class of vessel and ship's characteristics
(ie. deep draught, ice strengthened, etc.).

June,'90

5. State the types of information that may be obtained from ALRS volume 6 (Pilot operations) in
respect to a major port.

Stations working in the Port operations

Vessel Traffic management and Information Services.
Services to assist vessels requiring pilots.
Services for small craft (information on Marina and Harbour VHF facilities).
Services concerned with traffic surveillance.
VHF working channel of various port operations and harbour authorities.
Port information : harbour limits, telephone numbers, frequencies, hours and information on firing
practice.
Pilots : Minimum notice periods, working frequencies, embarkations points and pilot area limits.
Associated diagrams.

March,'90

2(b). Describe the type of search patterns which should be used if raft is not sighted on arrival in
area.

Following are the factors to be considered in deciding the search pattern :-

limits of area to be searched.

vessel carrying out the search; position, speed and ETA.
own ship's capabilities.
size of the target being searched.
realiability of datum point.
meteorological visibility.
prevailing weather.
sea condition.
proximity of navigational hazards.
Number of casualties and spread over what area.
day or night.

Patterns :-

Sector search : for single small taraget.

Expanding square search : for wide spread target.
Co-ordinated creeping line : for long distance target.

Considering the last known position was a day away, the liferafts could have drifted due to
current and wind. The position of the liferaft would be quite close to the distress position. But nothing
is given for sure that the two liferafts are together. Therefore, the expanding square search pattern
would be employed as targets could be well spread.

2(c). State the information that needs to be exchanged between the two vessels prior to arrival in
the search area.

Establish a good communication.

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Exchange of positions and details of operations of ships.

Confirm last known position of distress.

Exchange own vessel's capabilities such as speed, type of vessel, man power, communication ability,
nature of cargo and ETA to search area.

Other information including present course, weather experience, bunkers, medical facility and rescue
facility types.

Plans of search type to be employed and area to search.

3. A passenger vessel in 24 degrees north and 73.5 degrees west is bound for New York from
Kingston (Jamaica) at a speed of 22 kts. and is working to a very tight schedule.

A hurricane has been reported to be 120 miles to the eastward and moving in NW'ly
direction.

3. (a). Explain how the Master may ascertain the vessel's position relative to the storms path
by onboard observations.

Master should heave to and take observation of true wind direction.

Once the direction and force of wind have been ascertained, he should employ "BUY BALLOTS
LAW" to estimate the storm centre and this would provide a relative bearing of the storm centre, i.e.
in the northern hemisphere and with the observer facing the wind, take a bearing 8 compass points to
the right and take a bearing 12 compass points to the right. The centre of the storm lies between
these two bearings.

The force of wind being experienced by the vessel would also indicate the range of the ship from the
storm, i.e.
150 miles from centre -- 7 force wind;
125 miles from centre -- 8 force wind;
75 miles from centre -- 10 force wind.

The semicircle in which the vessel is situated by observation of the true wind shift;
in the Northern Hemisphere,
if the wind is veering, the vessel is in Dangerous Semicircle (DSC)
if the wind is backing, the vessel is in Navigable Semicircle (NSC)

Vessel's position would also be indicated by direction of swell and associated weather, satellite
pictures and facsimile charts.

3. (b). If these observations confirm that the vessel is in the advance semicircle of the storm
state, making reference to the vessel schedule, the action that the Master should take to expediate
the voyage. A chartlet of the area is provided for information only.

If the vessel's observation was ahead of trough line,

if in path of dangerous quadrant, place wind on starboard bow and proceed at best speed,
progressively altering course to starboard as wind veers.

if in path of navigable semicircle, place wind on starboard quarter and proceed at best speed,
progressively altering course to port as wind seeks.

This action would put the vessel close to islands to south and may be necessary inorder to
avoid being caught on the lee shore.

5. State the type of information that is contained under each of the following paragraph
headings in the "sailing directions" :-

(i). Directions :
Approaching and berthing informations;
Tidal streams;
Navigational aids;

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Landmarks, their position and description;
Area and dangers to be avoided; hazardous to navigation;
Position of fairways and useful navigation marks;
Availability of leading lights and their reliability;
Availability of any TSS.

(ii). Anchorage :
Designation (Prohibited / Deep water / Dangerous goods / Quarantine / Recommended Anchorages);
Limitation (Inner and outer anchorage);
Depths;
Holding ground;
Shelter afforded;
Weather / sea condition effecting on anchorage.

(iii). Pilot :
Controlling authority;
Either compulsory / optional;
Authority for requests;
Embarkation position / changing point of pilots;
Regulations;
Type of pilot service available eg. deep sea;
Type and times of communication;
Description of pilot boats;
Signals to be displayed by own vessel;

(iv). Communications :
Road, rail and air services available;
Nearest airport or airfield;
Port radio and information services with frequencies and hours of operating;
Post and telegraph services available.

November,'89

3. State the standing orders that a Master should issue to cover the following circumstances :-

3(a). Whilst the vessel is at anchor :-

Determine and plot the ship's position on the appropriate chart as soon as practicable; the position of
the anchor to be recorded together with the amount of cable paid out.
Ascertain vessel's position by all available means at sufficiently frequent intervals; by taking visual
bearings of fixed objects ashore or prominent navigational marks; radar must be used and transit
bearings obtained, if possible.
Ensure that an efficient lookout is maintained.Ensure that inspection rounds of the ship / deck patrol
is maintained.
Observe meteorological and tidal conditions and the state of the sea; echo sounder switched on at
regular intervals, and rise and fall of tide recorded.
Obtain updated weather reports.
Ensure that the state of readiness of the main engines and other machinery.
Ensure that the ship exhibits the appropriate lights / shapes and that appropriate sound signals are
made at all times, as required.
If visibility deteriorates, notify the Master and comply with the applicable regulations for preventing
collision at sea.
Notify the Master and undertake all necessary measures if own or other ship drags anchor.
Keep continuous listening watch on VHF Ch.16 and port / pilot channel.
Take measures to protect the environment from pollution by the ship with applicable pollution
regulations.
Have contingency plan ready with regards to own vessel or other vessel dragging anchor.

3(b). The embarking / disembarking of Pilot :-

Establish early communication with the Pilot boat; give ETA to pilot boarding ground, ship's
particulars and information as required by the Pilot, and confirm pilot ladder on which side and height
above the waterline.

Inspect chart for available depth of water, sea room, obstructions, entry and exit courses.

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Hoist International Code Flag "G" or "H" as required or any local signals.

Engage manual steering and keep both steering motors 'on'.

Ensure engines on standby and vessel in all respect ready for manoeuvring.

Approach at slow speed, identify targets and create a 'lee' for the pilot boat; take precautions against
swamping and interaction.

Ascertain current set and drift, and adjust the course and speed accordingly.

Post lookouts and brief them as the usual contact is lost during manoeuvre under freeboard or
around the stern.

Boarding point clear of all obstructions and free from any slippery substances.

Ensure pilot ladder well rigged as per instructions with two man-ropes; lifebuoy with self-igniting light
and a safety line kept ready for immediate use at the boarding point.

If high freeboard, then rig the pilot ladder in conjunction with the accomodation ladder.

Deck and overside well illumunated.

A Responsible Officer to inspect that the pilot ladder is in good condition and well rigged, and with
communications to standby at the pilot ladder to receive the Pilot; sufficient number of deck hands
ready to assist, if required.

4(b). State the purpose of Cumulative List of Notices to Mariners.

The purpose of the Cumulative List of Notices to Mariners is for checking and updating
charts. It records the chart number, edition and the notices to mariners affecting the chart from
previous till the latest notice prior publishing to this list. The list is published by the Hydrographic
Department of the Navy every six months and contains correction to charts for previous two years. It
affects BA Admiralty charts as well as Australian and New Zealand charts which have been
republished with the Admiralty series.

5. March 15th, a vessel is on a voyage from New York to Stockholm (Sweden) in the Baltic Sea.

5(a). State the sources of information regarding the current state of Baltic ice that are available to
the Master (i). whilst in Mid-Atlantic (ii). when approaching Baltic. (Q.3a / March,'95)

(i). Whilst in Mid-Atlantic :-

Ice reports from the CRS.

Navtex.

Ship routeing advisory service (weather reports and facsimile messages) available from
Meteorological Office at Bracknell.

Radio advisory warning reports.

General reference to Ocean Passages of the World and Mariners Handbook.

(ii). When approaching Baltic :-

General reference should be made to all official publications which provide ice information and
additionally to Baltic Pilot volumes I / II / III, Mariners Handbook and ALRS volume 3.

Relevant charts of the area and the use of Weekly Notices to Mariners should be consulted for "T "
and "P" notices.

Weather reports and facsimile charts from Meteorological Office at Bracknell.

Local information from Finish and Swedish Ice Services. These services also operate ice breakers.

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Reports from other shipping outward bound from the Baltic.

5(b). (i). State, where amongst the official publications, the Master would find details of the Ice
Breaker services available in Swedish waters.

In the appropriate Sailing Directions / Baltic Pilots.

ALRS volumes 6 and 7.

5(b). (ii). State what broad details should be found in these publications.

Sailing directions :- Navigation regulations includes various routes, passages, cautions, hazards,
pilotage, navigation marks and landmarks. Coastguard and rescue services, ports, principal
anchorages, repairs, facilities and natural conditions such as topography, currents, tidal streams, sea
swell, ice, climate and weather.

ALRS volumes 6 and 7 :- includes full procedures for requesting service, such as name and address
of authority, areas covered, notification required, communication, frequency and limits, and Ice
Breaker position in daily reports. It also gives general information regarding port operations, Vessel
Traffic Management and Information Services and pilot services.

5(c). State the function of an ice pilot, are they compulsory.

Ice pilot have local knowledge of the area and therefore, is aware of the concenteration of ice in the
area.

Ice pilot have experience in handling ships in ice conditions and therefore, is an appropriate person
for safely navigating the vessel through ice.

Ice pilot make best use of ice leads as well as Ice Breakers.

The use of ice pilots is not compulsory although in some countries, certain types of ships will
be required to take one. A master, inexperienced in navigating in an ice area, would be advised to
use the services of an ice pilot.

4. A vessel is navigating in open pack ice with fast ice along a snow covered coastline. State
the advice / orders the Master should give to the Bridge with respect to the following :-

4. (a). The use of radar to fix the vessel's position :-

Radar scanners may become frozen with ice accretion. Ice particles adhering to the reflecting surface
of the scanner may become frozen up with ice accretion, thereby reducing radar energy both inward
and outward, and hence reducing the working range of the radar to six miles or less appropriate to
the prevailing circumstances and conditions.

Concentrated pack ice detectable in all sea conditions at minimum three miles range.

Leads and openings will not show unless more than 0.25 nm wide.

Carry out long range scanning for associated ice targets.

Continuous radar watch to be kept by second watch-keeper.

Any iceberg detected should be plotted.

In rough sea conditions, sea clutter extends beyond 1 mile and therefore, radar should be used with
caution. In calm seas most ice formation can be clearly detected.

4. (b). The use of headlands and other topographical features for visual bearings when position
fixing and for cleaing lines.

Headland and topographical features are extremely scarce in ice conditions.

Geographical position of features are unreliable.

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The land could be jetting out due to pack ice formation.

Headlands especially where icebergs have grounded may present them selves as being larger or
more greatly extended than they actually are and may cause notable error in position fixing by visual
bearing or radar.

Special care should be exercised if using clearing lines / bearings off such headlands and
topographical features as the clearance may not what really is on the chart.

Topography may not be the same to the one shown in the Sailing Directions due to the diposition of
snow and such features should not be relied upon due to lack of survey.

4. (c). The use of sectored leading lights as leading lines :-

Windows of the lights may be covered by frost / ice which greatly reduces sighting and visible range
of lights, thereby, making them unreliable.

Coloured lights tend to diffuse and appear as white sectors. The lantern glass may have moisture
build up due to temperature changes and could further diffuse light rays.

Snow build up could completely cover the light.

The width of the sector of lights is affected; effect is greatest with green and weak lights whereas with
white lights, the sector tends to extend.

Due to extreme weather and ice conditons, the lights may be subjected to failure especially if
unmanned and also maintenance may be difficult.

Hence, sectored leading lights should not be relied upon and position fixing must be carried
out by other means.

4. (d). Upon entering the ice where this cannot be avoided :-

Proceed at slow speed.

Enter ice at right angles to ice edge, if possible.

Main engines on immediate notice and running continuously, either ahead or astern, to avoid build up
round the vessel.

Continuous radar watch to be maintained and detected icebergs plotted.

Post extra lookouts.

All ice leads and bearings to be reported.

Ballast vessel to immerse propeller and rudder.

Continuous VHF watch maintained on Ch.16

Obtain weather reports.

5. (a). Explain briefly the principle sources of information used by the Hydrographic Department
in compiling and maintaing charts.

Royal Navy survey ships.

Surveys and re-surveys by Admiralty Hydrographic office.
Surveys by foreign governments.
Information from IHO based in Monaco.
Reports from ship's Masters on H-102 and H-102a as per weekly notices.
Reports from port and harbour authorities.
Reports from lighthouse authorities (IALA).
Offshore company reports.

5. (b). One of the navigating officer draws the Master's attention to a features not contained on
or at variance to the chart. Explain giving details the action that should be taken.

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Master should ascertain that the chart is corrected upto the latest weekly notice to mariners.

According to S.I. No. 534 of 1980, any additional information sighted and which is not marked on the
chart should be relayed by all available means to all the ships in the vicinity.

Master must make an obligatory report by radio or any available means to (i). all ships in the vicinity,
(ii). the nearest coast radio station, (iii). Hydrographic Department

The message should be in english or by INTERCO; if by W/T, preceeded by "TTT" and if by R/T, then
preceeded by "SECURITE"; in each case repeated three times.

The information regarding the feature should be filled in the form H-102 / H-102A, obtained from
Admiralty Chart agent or at the back of the weekly notices to mariners.

The information required would include the following :-

* Ship's name and call sign.

* General location.
* Subject.
* Approximate position (latitude / longitude).
* B.A. chart affected.
* Latest notices to mariners held.
* Publications affected.

These reports are obligatory for Masters of ships registered in the U.K. and a failure to send
such a report is fined upto £500.

It should then be forwarded to the Hydrographer of the Navy, Ministry of Defence in Taunton
(England).

March,'89

3. (b). Draw up a set of Master's standing orders for main engine failure.
(Q.4b / June,'96)

Inform Master at the earliest and the C/E or D/E, if unmanned E/R.
Maximise use of "head reach".
Plot vessel's position immediately.
Display NUC signals / lights as appropriate.
Prepare for emergency anchoring; have anchors ready for deep water anchoring.
Advise vessels in immediate vicinity and if in TSS, inform respective reporting station, if any.
Continuous watch maintained on VHF Ch.16
Keep good watch on the traffic via radar / visual.
Post lookouts.
Establish rate of drift.
Be in contact with the E/R regarding repairs and update Master accordingly.
Obtain latest weather reports.

4. (a). Give a brief description of Navtex System of transmitters and receivers.

(Q.5b / November,'94)

Navtex is a navigational telex service developed by IMO, and broadcasted by means of

narrow band direct printing techniques on the frequency 518 kHz, for the promulgation of
navigational, meteorological warnings and urgent information to ships. It is incorporated in the
GMDSS and is also a component of WWNWS, and is achieved by transmitters allocated to cover a
specific Navtex area..

Transmitters and Receivers :

The transmissions within each NAVAREA is arranged on a time-sharing basis to eliminate

mutual interference and the power of each transmitter is so regulated as to avoid the possibility of
interference between transmitters. The transmissions have a designed range of about 400 nm.

The transmissions can be received by ship's radio telex installations, but to gain full benefit
from the system, a dedicated equipment is recommended comprising of the following :-

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a receiver, fixed tuned to the broadcast frequency;
a printer using 'cash-roll' paper;
a microprocessor controlled message decoder, ensuring that a routine message already received will
not be reprinted on subsequent transmissions and also the messages will not be printed unless the
received signal is strong enough to guarantee a reasonable copy;
a whip or wire antenna;
desk or bulkhead mounted and can be self tested.

Three message priorities are used to dictate the timing of the first broadcast of a new
warning in the Navtex service. In descending order of urgency, they are :-

VITAL :-
for immediate broadcast, subject to avoiding interference to ongoing transmissions;
IMPORTANT :-
for broadcast at the next available period when the frequency is unused;
ROUTINE :-
for broadcast at the next scheduled transmission period.

Both 'vital' and 'important' warnings will normally need to be repeated, if still valid, at the next
scheduled transmission period.

4. (b). State the type of messages that are broadcast over this system.

A - Navigational warnings
B - Meteorological warnings
C - Ice reports
D - Search and rescue information
E - Meteorological forecast
F - Pilot service messages
G - Decca messages
H - Loran messages
I - Omega messages
J - Satnav messages
K - Other electronic navigation aid messages
L - Additional navigation warnings
"V"
V - Special services
W - Special services
X - Special services
Y - Special services
Z - No message on hand

NB : Subject indicators "A", "B" and "D" cannot be rejected by a NAVTEX operator.

5. (b). Current rose charts, vector mean charts and predominant current charts are all available
to the navigator. Describe how these charts differ and explain the use of each.

NB :- Details of currents can be found in the current atlas, chart of worls currents, routeing
charts and sailing directions.

Current Rose Charts :-

Shows the variability of the ocean currents in the area that it covers.

The function of the rose is to indicate the degree of current variability in the region. It is divided into
16 compass sectors to process the number of observations (current speeds less than 6 nm per day
are ignored).

The number of observations is then expressed as a percentage of the total number of observations,
to determine the length of the arrows.

Each arrow is subdivided to show the percentage frequency of occurance at various range of speeds
in that direction.

The upper figure in the centre of the rose represents the total number of observations.

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The lower figures represents the percentage frequency of the observations with speeds less than 6
nm per day

Vector Mean Current Charts :-

Shows the long term displaceent of water in the world oceans by means of an arrow pointing in the
appropriate direction. It potrays the overall movement of water over a period of three months to
which the chart refers and is also called General Circulation.

The arrow flows with the current and represents the mean resultant direction and rate of current; the
mean position of the observation is at the centre of the arrrow.

The figure above the arrow indicates speed, while the range of values within which the speed falls is
shown by the thickness of the arrow.

The figure beneath the arrow shows the number of observations used to determine the vector mean.

The vector mean current indicated is the resultant value of all observations being considered for that
area.

Predominant Current Charts :-

Shows the current which is more likely to be experienced in the area being considered.

The current direction being indicated by an arrow and its thickness reflects constancy.

Constancy of the predominant direction is determined as a percentage of observations in the

predominant sector to the total number in the basic area.

Direction is established by the use of 24 sectors, one of which will have the largest number of
observations in an indicated direction.

The average rate of the current, in miles per day, is determined by observations in a predominant
sector and is given by the figure at the tail end of the arrow.

The chart is derived by :-

(a). Observations made for 90 degrees sectors round the compass and each sector displays
15 degrees from the other, and totalled.

(b). The mid direction of the sector contains the number of observations that are made in the
predominant direction.

USES of each chart :-

Current Rose Charts :

Provides local area knowledge to the navigator regarding rates and direction for the current
movement.
Used in conjunction with the routeing charts.

Vector Mean Charts :

Used to establish overall movement of water which are of considerable value for oceanographic
purposes, where net transport of surface water is required.
Used by the navigator for calculating drifts of objects, such as icebergs or derelicts, over long
periods; the longer the period, the more likely the drift will approximate to the veactor mean drift.
Useful in MERSAR operations for long range search engagement.

Predominant Current Charts :

Is the one which is of the greatest value to the navigator as it gives the general picture of circulation
of the currents.
Used extensively when planning an ocean route, to establish expected progress in conjunction with
the predominant currents of the region. Predominant direction and average rate used with the
knowledge of how much it may differ from the regional forecast.

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The predominant current direction is not only the one shown on the chart but includes all directions
15 degrees on either side of it.

Differences :-

Current Rose Charts : All current observations indicate current variables.

Vector Current Charts : Overall water movement over three months period and provides
resultant circulation.

Predominant Current Charts : Predominant direction and average rates.

November,'88

2(b). (i). State the Master's statutory duties on receiving radio reports indicating that dangerous ice
ahead on the vessel's track.

As per SOLAS requirements, the Master of every ship, when ice is reported on or near his
course, to alter course to pass well clear of danger zone and proceed at moderate speed at night.

3(c). Describe, briefly, any other reporting system with which you are familiar.

INSPIRES (Indian Ship Position and Information Reporting System) :-

Mandatory for all merchant vessels including coastal and fishing vessel's of more than 300 GRT.

All other vessels are encouraged to participate.

The purpose of the system is to provide for SAR operations vessel traffic management, weather
forecasting, and the prevention and containment of marine pollution.

The sea areas covered under the system are as follows :

(1). Indian - Pakistan border at the coast;
(2). 12 00 North, 63 00 East;
(3). African coast at 12 00 North;
(4). African coast at 10 30 South;
(5). 10 30 South, 55 00 East;
(5). 30 00 South, 55 00 East
(6). 30 00 South, 95 00 East and northwards to the coast.

There are four types of messages (all messages with ship's name and call sign) :

Sailing Plan : sent prior to sailing or after sailing within INSPIRE's area.
To include the following :-
- Date and time;
- Position (latitude / longitude);
- Course and speed;
- Port of departure;
- Port of destination;
- ETA at destination;
- Route;
- Sailing draft;
- Cargo details;
- Number of persons on board;
- Ship size and type;
- Ship's agent.

Position Report : sent every 6 hours or according to the schedule listed in ALRS vol.1 (part
1). To include the following :-
- Date and time;
- Course and speed;
- ETA to destination;
- Time of next report.

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 Deviation Report : sent when changing reported route or when estimated position varies
significantly. To include the following :-
- Date and time;
- Position (latitude / longitude);
- Course and speed;
- Port of destination.

Final Report : sent on arrival at destination or when leaving the INSPIRE's area. To include
the following :-
- Date and time;
- Position (latitude / longitude);
- Course and speed;

Messages accepted by the Indian Naval Communication Centre (COMCEN), Mumbai (VTF) and
Vizag (VTO).

INTERCO may be used where language problem exist.

June,'88

2. A ship is to call at a port where underkeel clearance will be of concern. Neither the Master
nor the navigating officer have previously visited the port.
Explain how the information on the navigational chart may be used to assess the possibility
of lesser depth occuring between the charted depths.

Largest scale chart of the area must be used.

If Admiralty chart unavailable, then get a foreign chart.
The section of the scale must be equal to the area surveyed.
The chart must be of the latest edition.
The chart must be corrected to the latest weekly notices to mariners.
Source data diagrams show the dates of the survey being carried out and area covered.
Charts based on older surveys may be expected to have changes within the 20 metres contour.
Not necessarily all dangers can be scanned by the modern equipment used for syrveys.
Check for notes on caution.
Shifting sea banks and nature of seabed should not be trusted.
Refer to Sailing directions, Guide to port entry, ALRS, tidal stream atlases and tide tables.
Contact port control by telex and obtain any latest chart update.
Passing over wrecks should not be considered unless they are wire swept.
Allowance should be made for the waves and swell as they affect the UKC; use echo sounder.
Underwater pipelines reduce depth of water.
Doubtful soundings should not be relied upon.
Refer to Annual Summary Notice no. 1, 15 and 15A.

3(b). Give a brief account of how the advice on the chart 5500, can be used by the Master of a
VLCC inward bound through the English Channel towards Europort.

The Master of the VLCC should plan his passage through the English Channel as per the
recommendations given in 5500 (section 4) which gives information regarding details and dangers for
a deep drafted vessels bound for Europort.

When eastbound, a deep drafted route is shown on the passage plan chart for Europort.
Details regarding the squat that is likely to be encountered on different leg during the passage is
shown. It also recommends the use of "deep draft" passage planning guide which is published by the
Netherlands Hydrographic Service.

The passage planning guide also gives details regarding ETA's to be sent by deep drafted
vessels before passing the Dover Straits and ascertaining that normal conditions exists. Also that
deep draft vessels should not transit Dover Straits without an operational radar and Decca.

(Section 2) gives details regarding pilot boarding points for deep sea pilots when bound for
Europort. Information regarding Tidal ranges and Co-Tidal lines are given in this section to ascertain
the state of tide.

In addition, all reporting points (MAREP) are depicted on the chart including stations for
reporting and the information to be reported.

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Miscellaneous

Q. Meteorological Routeing Information :-

Surface Synoptic Analysis Chart provides illustration of the existing conditions at the
proceeding synoptic hour, and shows position of isobars and other synoptic detail such as fronts,
trough, etc. It may also include ship and land reports.

Surface Prognostic Charts provide a projection of synoptic conditions ahead in time and
cover periods of 12, 18, 36 and 72 hours.

Change of pressure charts show isobaric lines i.e. lines joining places of equal pressure.
These charts help to forecast movement of depressions.

Wave Charts show sea analysis and isopleuths of constant wave height together with the
direction of wave groups indicated by arrow. Prognosis charts can be produced from this information.

Ice Charts show the amount and boundaries of icebergs, pack ice and leads for selected
areas eg. NW Atlantic and Gulf of Lawrence.

Upper Air Charts are use by shorebased meteorologists to obtain information on the
movement of depressions and other expected weather conditions. They include factual charts of :-
(a). constant pressures providing analysis and prognostic detail;
(b). cloud thickness charts;
(c). wind force and direction for upper levels.

Nephanalysis Charts are satellite information charts providing information on cloud patten
and cloud thickness, thereby, assisting in the identification of meteorological features like TRS.

Hindcast Charts (refer page 43)

Q. What all is included in a "chart outfit" ?

A chart should include the following publications :-

Standard Admiralty chart folios or selected charts made up into folios as required.
Chart correction log and Folio index.
Weekly Notices to Mariners.
Annual Summary of Admiralty Notices to Mariners.
Chart Catalogue.
Chart 5011; Symbols and abbreviations used on Admiralty charts.
Admiralty Sailing Directions.
Admiralty Lists of Lights and Fog Signals.
Admiralty Lists of Radio Signals.
Admiralty Tide tables.
Tidal Stream Atlases.
Mariners Hand Book.
The supplier of the outfit will state the number of the last notices to mariners to which it has been
corrected.

Q. Correction to charts :-

The Navigation Officer is responsible for correction to all charts.

Charts must be corrected under CHART MANAGEMENT SYSTEM.

Working charts to be corrected first and last correction noted by consecutive number.

No erasures or the use of tippex / snow paint is allowed on chart.

All new charts and new editions to be ordered and logged on board prior to the vessel sailing.

Any missing or damaged chart must be reported to the Master.

All corrections to be recorded in CHART CORRECTION LOG.

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Corrections must be made in accordance with the weekly notices to mariners.

All blocks should be applied so as not to cause distortion (paste chart and not the correction block).

Corrections to be made in ink.

Temporary and Preliminary corrections to be made in pencil.

Cumulative list to be consulted and used in the correction of charts.

All navigation warnings from whatever source, relevant to the chart should be noted on the chart.

A folio system should be employed and maintained with respect to recommendations of the Mariners
Handbook (NP-100).

Q. Correction to publications :-

The Navigation Officer is responsible for ordering and maintaining the ships statutory publications.

All new publications and new editions must be ordered and received on board prior to vessel's
sailing.

Annual publications, eg. Nautical Almanac, must be ordered well in advance of their operational date
so that the vessel is not left without current navigational information.

Sailing Directions must be corrected upto and inclusive of the latest supplement.

Admiralty List of Lights and Fog Signals must be corrected upto the latest weekly notices by the
junior navigation officer.

Admiralty List of radio Signals must be corrected upto the latest weekly notices by the
communication officer.

No erasures or tippex / snow paint should be made in all official publications.

An upto date list of publications is to be maintained on board together with a correction log of all
corrections applied.

Any missing or damaged publications must be reported to the Master.

Weekly notices to mariners to be retained on board for a minimum period of two years.

Publications should be retained on Bridge and not removed without the express permission of the
Master.

Q. State the sources of information to ascertain chart reliability and lesser depth.

(1). Local navigational warnings.

(2). Port authorities.
(3). Pilots for local knowledge.
(4). Ship's echo soundrer.
(5). Weekly notices (T & P).
(6). Annual Summary Notices 1, 15, 15a.
(7). Old log books.
(8). Outward bound shipping.
(9). Port plans on small scale charts.
(10). Sailing directions and supplements.
(11). Charted cautions and special notes.
(12). Local agents.
(13). Admiralty Tide Tables.
(14). Co-tidal / Co-range charts.
(15). Navtex.

Charts are not infallible, and the scale cannot cover every depth in total. Depth contours will
also be affected by topographic changes.

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Q. Discuss in general terms the realibility of navigation charts.

May be incomplete, either through imperfect surveys or alterations in topography.

Date and methods of survey not being as dependable because the measuring instruments previously
employed were not as accurate eg. lead line compared with electronics.

Alterations occur subsequent to the time of survey.

Sea bottom may also be unstable and not present a correct representation as per old surveys.

Paper of chart may have some distortion when being printed from various causes.

Magnetic variation will change with the passing of time.

Extreme caution should be exercised with the use of small scale charts and mariners are continually
advised to use the largest scale chart available.

Q. Discuss in general terms the activity of the navigator when constructing an Ocean Passage
Plan.

Collate all information following a comprehensive appraisal of relevant publications and charts for the
effective voyage.

Obtain all meteorological data which could effect the respective routes for the season and the areas.

Note recommendations from the Ocean Passages of the World and the Routeing Charts.

Lay of recommended routes and tracks on consecutive charts (use chart catalogue for order and
scale).

Check safety features on routes and that the vessel's characteristics are applicable ie. ice class, deep
water, etc.

Assess ETA and voyage economics, fuel consumptions, etc.

Include contingencies in planning.

Q. Explain the Electronic Chart System.

Types of Electronic Chart Systems (ECS) :-

ECS equipment which displays electronic charts but does not and will not satisfy the SOLAS
requirements to carry a full set of Navigational Charts (includes all systems using Non Official Data).

Raster Chart Display System (RCDS) is a system capable of displaying Official Raster
Charts and meets the minimum standards on performance.

Electronic Chart Display and Information System (ECDIS) is a navigation information system
that employs Official Vector Charts, displaying software and hardware that complies with ECDIS
performance standards . ECDIS will satisfy the SOLAS requirements on the carriage of charts.

Two categories of Electronic Charts :-

Official - one which is kept fully updated by or on the authority of a national Hydrographic Office.

Non Official - describes an electronic chart which has been derived by a commercial company from
the data owned by NHO's. They are not endorsed by the Hydrographic Office nor are they in any way
guaranteed in quality.

Construction :-

Raster Data - is produced by the scanning of the paper chart.

Vector Data - is obtained by digital capture of individual charted objects, based on geographical
positions. These objects can then be stored in a data base and customized to navigate needs.

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Q. List the main considerations taken into account by Ship Routeing Services when routeing
ships in the North Atlantic.

The safety of the ship, passenger, crew and cargo.

The dangers of ice, fog and storm regularity.
Speed and past performance of the vessel.
Classification of the vessel (eg. ice strengthened).
Master / company / charteres preferences.
Projected weather for the time of the voyage.
Proximity of the hazards.
Endurance and bunker capacity.
Prognosis charts of wave heights.
Recommendations from Ocean Passages, Routeing charts and other publications.
Economics from cargo - sensitive or special requirements eg. for coal, surface ventilation.

Q. Radar Plotting Analysis.

Complete the plot and prepare a radar report. (course, speed, CPA, TCPA, aspect).

Observe all options and alternatives (stop, reduce / increase speed, altering course port / stbd, astern
or combination and long range scanning).

Is the action legal as per COLREGS.

Is the action safe and substantial to produce an adequate CPA.

Why was the action taken and what will be new consequences ?

Will the action taken result in a new close quarters situation developing ?

Q. State and explain what errors could be anticipated when radar plotting.

Errors in Bearing :-
When taken on Relative Motion display, error can be upto +/- 2 degrees.
If the display is stabilised, a greater accuracy is obtained.
Time interval errors may be incurred with some electronic cursors which are difficult to align.

Errors in Range :-
Range errors depends on quality of equipment.
Maximum value of error 2.5% of range scale in use; 5%, if set is old.
Larger percentage of error incured if target is slow moving, making the plot inaccurate.

Own vessel data is incorrect :-

Wrong input gives rise to large errors in course and speed of target estimates.
Maintain continued check on own vessel's performance for course and speed.
Increased plotting interval frequency would reduce errors in the CPA.

Errors in the timing of plot interval :-

Human error.
Plotting at irregular intervals through lack of concentration and interpretations.
Plot is unreliable.
Increase number of plot intervals.

Incorrect interpretation of target data :-

Human error.
Plot unreliable.
Requires closer monitoring with increased plotting intervals.
Daytime / visual plotting and interpretation should be carried out as a means of onboard training.
Good weather plotting as well as foul weather.

Q. State the contents of Summary of Annual Notices to Mariners.

1. Admiralty tide tables - Addenda and corrigenda.

2. Suppliers of Admiralty chart and publications.

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 3A. Official messages to British flagged Merchant ships - GBMS.
3B. Official radio messages to Merchant ships - The allied MERCOMMS
System.
4. Distress and rescue at sea - Ships and Aircrafts.
4A. Distress and rescue - ships position and reporting system.
4B. AMVER
5. Firing practice and exercise areas.
6. Former Mine Danger areas, swept routes.
7. UK and USSR (former) - Mutual safety procedures for Military units.
8. Submarine information.
10. Minelaying and mine counter measures exercises.
11. North Atlantic Ocean weather ships.
12. National claims to Maritime Jurisdiction.
13. World-Wide Navigation Warning Service and World Meteo Organisation.
14. Availability of Notices to Mariners.
15. UK allowance.
15A. Negative storm surge.
16. Protection of Historic and Dangerous wrecks.
17. Traffic Separation Schemes.
17A. Ship reporting system - (AIRS) Automatic Ship Identification and
Reporting System.
18. Carriage of Nautical Publications.
19. Satellite Navigation system Position and BA charts.
20. Protection of Offshore installations.
21. Canadian Charts and publication regulations.
22. US Navigation safety regulations relating to Navigation charts and
publications.

Q. Type of crafts requiring "wide berth".

Convoys of warships or merchants ships; take early action.

Ships or aircrafts - courses are determined by wind.
Survey ships (may show IR); towing underwater; cables- 3 nm long.
Seismic survey vessels - may be encountered without warning alone or in company of other craft;
often keep radio silence and may use morse.
Submarines and escorts signal - "NE2", pyrotecnics and smokes.
Mine clearence vessels or mine counter activity clearence atleast 1000 metres; may have small boat
activity, ball-diamond-ball, divers and controlled explosions.
Vessels undergoing speed trials signal - "SM". Sharp manouevres 180 degrees turn.
Vessels constrained by her draught; take account of available depth and width of channel.
Definations of CBD vesssel - width of panama canal.
Hovercraft / air cushion vessels; high speeds 80kts and high noise level, may not hear sound signals.
Flexible Oil Barges (dracones) nearly submerged are 20 - 60 mts in length.
Incinerator vessels; smoke and flames are from distress; pass to windward if possible, may be shown
on chart.
Any other as per regulations eg. fishing vessels.

Q. Small Vessel Engagement :-

Establish and confirm communications.

Provisional rendezvous position established, clear of obstruction / traffic.
Confirm command authority (Master or Pilot)
Negotiate forward plan.
Manual steering.
Maintain visual contact.
Clarify engagement detail / method and operating speed.
Note charted areas for UKC and squat, and possible areas of interaction.
Inform engine room of progress.
Update operational details to all concerned parties concerned as appropriate.
Log all activities.
Maintain effective lookout.
Monitor ships position continually.
Allow for currents, interaction and weather.
Obtain revised weather information prior to engagement.

Q. Hazards to Pilots :-

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Rough sea conditions.
Excessive speed of parent vessel and subsequent interaction.
No "lee" provided or bad station holding by parent vessel.
Physical faults :
Ladder to high / low.
Ladder in poor repair.
No illumination.
Badly secured ladder.
Strong currents need steerage way.
High freeboard additional facilities required; accomodation ladder or Pilot hoist and ladder.
Position of ladder - outfalls, obstructions, etc.
Poor supervision eg. hoists.
Small boat dangers - swamping, collision, unfended launch and interaction.

Q A vessel is about to approach a pilotage station. Describe the actions of the Bridge team to
ensure that the pilot is embarked safely and the ship is not stood into danger.

Bridge Team : Master, OOW , lookouts, helmsman, radar navigator.

Approach : Communicate with the pilot station atleast 1 hour before embarkation of the pilot and
obtain ladder details and local weather details.

SBE and Master alerted : Bridge placed on alert status, manual steering engaged, lookouts doubled
and briefed, and ladder rigged correctly.

Passage plan and approach revised in the light of weather update, UKC, route outward considered
prior to entry, once pilot embarked.

Land marks and position fixing criterior identified, navigation instruments checked, engines tested
and speed reduced in plenty of time to operate safely.

Echo sounder 'ON', anchors cleared and position continually monitored by OOW.

Navigate fixing by altitude methods. Radar observer operating anti-collision mode at 6 nm.

Correct signals displayed (daylight) and illumination by night.

Log book and movement record book maintained.

Contingency plan adhered too and emergency anchorage position determined.

Q. Navigation when towing :-

Plan route in advance.

Contingency - bad weather.
Towline suitable and of adequate strength.
Designated Tow Master (To check towline and securing).
Secondary tow and /or tow recovery following loss of tow - buoy.
Correct navigational signals.
Watertight integrity of towed vessel confirmed prior to sailing.
Tow - deck securings confirmed.
LSA for tow, if manned.
Coastguard / Coast Radio Stations informed - "Urgency" signal, if tow is a hazard.
Prior to departure - Tow Master and another Master to inspect the towline arrangements.
Log all activities.
Check communications between tug and tow.
Obtain updated weather reports.

Q. Calling the Master :-

If restricted visibility is encountered or expected.

If traffic conditions or movements of other ships are causing concern.

If difficulty is experienced in maintaining course.

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On failure to sight land, a navigation mark or obtain soundings by the expected time.

If, unexpectedly, land or a navigation mark is sighted or change in sounding occurs.

On the breakdown of the engines, steering gear, or any essential navigational equipment.

In heavy weather, if in any doubt about the possibility of weather damage.

If the ship meets any hazard to navigation, such as ice or derelicts.

In any other emergency or situation in which the OOW is in any doubt.

Q. List the problems encountered when transiting Straits of Megallan.

The dangers and difficulties faced are the same as those experienced in narrow channels
and harbours i.e. close proximity of shore and other traffic leading to interaction. These are
aventuated by the prevalence of bad weather and by the generally foul rocky characters of the
anchorages.

Very strong cross tidal streams are not uncommon features and thus, vessel should have
good manoeuvrability at all times. Many vessels use the straits and therefore, there is a risk of
meeting another vessel simultaneously with one of the violent and unpredictable squalls which are
very common in these areas. Since the straits are narrow in most parts, it is very difficult and mostly
impossible to seek a shelter.

In bad weather east bound vessels may find it difficult to make landfall which is very
essential before a vessel enters the straits. Also, tidal streams in the east part of the straits are less
favourable to a east bound ship.

Q. Swell in the South Atlantic :-

Zone 1 : 0 ~ 20 Degrees :- Slight to moderate swell rarely heavy from SE in the east part of
the zone, and from between SE & E in the west part.

Zone 2 : 20 ~ 40 Degrees :- The swell is mainly moderate but heavy at times. In the east
part, it is from S, and direction is variable in the west part. With high proportion from between NE and
N, reports of confused swell are frequent.

Zone 3 : 40 ~ 60 Degrees :- Mainly moderate but sometimes very heavy in the extreme
South. Throughout the year, worst conditions between 40 ~ 50 degrees South. Heavy swell is present
during 30% to 70% of the time between 50 ~ 60 degrees South. Most of the high seas and swell
appear to be raised by the Westerlies.

Q. Bridge Team Search Pattern Orders :-

Navigator : Note CSP, plot datum and search area limits (if known), plot alteration course
points and monitor ship's position by alternative fixing method.

Engine Room : Speed to be reduced during search period, according to visibility, sea state
and weather conditions.

O.O.W. : Double watchkeepers, radar operator, long range scanning, lookouts, reliefs, record
and logs, traffic and VHF listening watch.

Radio and Communications Officer : Standby, transmit search results progress reports and
debriefs to OSC or CSS. Listening watch over operating frequencies.

Q. Whilst proceeding to a distress what preparations as a Chief Officer would you make ?

Prepare hospital to receive casualties.

Plot rendezvous position and possible search pattern.
Standby Radio Officer to establish communications.
Pass own position and details with relevant SAR operation update to RCC.
Prepare rescue boat and emergency crew.
Obtain current and weather situation.
Highlight navigational dangers to own ship.

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Maintain own ship at operational standard.
Navigate on manual steering.
Obtain update on target information.
Note activities in the log book.
Maintain internal and external communications.
Breif operation personnel, OOW, boat coxwain.
Rig guest warp.
Plot positions and prevailing currents and estimate drift.
Post lookouts high, when area is entered.
Provide information to engine room and advise standby and manoeuvring speed.
Radar operational at various ranges; long range scanning and plotting on-going.
Advise owners/agents and reschedule ETA.
Update RCC.

Q. SAR - Mission Co-Ordinator Duty :-

Obtain all data on emergency.

Ascertain type of emergency equipment carried by distress craft.
Obtain update on weather /sea conditions.
Locate shipping in search areas.
Plot search areas and methods
Maintain radio listening watch.
Allocate radio frequencies.
Designate OSC and CSS.
Despatch delivery of survival supplies to survivors.
Maintain record of events.
Record results of searched areas.
Monitor SAR units engaged eg. helicopter flying hours, etc.

Q. Advantage of participating in a ship reporting system :-

A continuous plot and record of vessel's movement is obtained.

Mutual assistance from other ships can be obtained quickly in the event of emergency.

More resourses from additional vessels in the areas are available.

AMVER is a voluntary organisation and is a "free "service from the USCG (charges now made by
UK).

Locations and communications are regular and continually available.

Q. Standing orders for checking / testing bridge and navigation equipments.

The duty officer shall test all bridge and navigational equipment atleast 1 hour before sailing.

The duty engineer should standby to sight the testing of the steering gear in the steering flat.

Steering gear must be seen to reach "hard over" positions to port and starboard with each test both at
the bridge site and steering flat.

Any defects whatsoever, in any of the tested equipment should be reported to the Master.

Any entry to the fact that the gear has been tested, should be inserted in the log book, together with
any defects experienced.

Once bridge equipment has been tested, the Master should be informed.

Prior to turning the propellor, the duty officer should visually sight that the water around the propellor
area is clear of obstructions.

Once bridge equipments have been tested, it should be left in standby condition or operational mode
and not switched off.

Special attention should be made to compare gyro and magnetic compasses during the testing of the
bridge equipment.

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Gyro and magnetic errors to be recorded in the Gyro log book.

Q. Standing orders by Master to the bridge team for passage through an ice region.

Call Master, if in any doubt or other emergency situation or Company's rule.

Continuos lookout by the OOW, and additional lookouts posted one on foc'sleand one at a high point
(crows nest).
Two Radars operational and continuously monitored but not solely relied upon.
Weather conditions must be continuously monitored, and ice report updates followed up.
Advise Master if changes in sea state observed.
Observe sea temperature, atmsopheric pressure and ship's position.
Report all forms of ice sightings to Master.
In case of restricted visibility, inform Master immediately and observe Rule 19 of COLREGS.
Observations of any ice blink to be reported.
Note ice signs and wild life.
Engines down to manoeuvring speed.
Keep vessel on manual steering.
Use search lights as necessary.
Update weather reports from Navtex and other sources.
Keep navigational lights "ON."
Keep echo sounder "ON".
Maintain VHF listening watch.
Log down all events.

OFFSHORE INSTALLATIONS

Working boat Operations

Type and functions :-

Stand-by vessel : must be within 2 nm; primary function to save life.

Offshore Supply vessel (OSV) : cargo carrying capacity for mud, cement and fresh water;
anchor handling is optional.

Diving support vessel (DSV) : specially equipped for safe diving operations as per 1983
guidelines; moon pool and decompression facility.

Anchor handling : multipurpose safety boat, supply , firefighting, etc.

Rapid Intervention vessel: (RIV) : safety of life, survivors have to be recovered from leeward
side, and fire fighting from the windward side.

Q. Offshore zone navigation (North Sea and Gulf of Mexico) :-

Master conning the vessel.

Manual steering.
Recommended routeing followed.
Safety zones observed (minimum 500 metres), practically 2 nm.
Radar set on anti-collision mode.
Lookouts briefed / traffic density.
Frequent position monitoring.
Safe speed for overall conditions; Rule 6 COLREGS adhered to.
Engine room manned, vessel ready in all respect.
VHF listening watch.
Continuous weather and visibility monitoring.
Anchors available.
Correct lights and shapes displayed.
Largest scale chart in operation.
Movement / Log book completed.

Q. Navigation in proximity of rigs :-

Master - con a vessel.

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Safety zones - 500 metres.

Anchors - moorings and slant drilling techniques, project wells into navigational areas.

Increased traffic density in the areas - DSV'S, storage tankers, transfer vessels, supply boats, drill
ships, semi - submersibles, anchor handling, etc.

Recognition of rigs - navigational lights normally all round (white), 15 metres apart, riglight (red) each
corner (2 nm). All lights flash "U" fog signal, morse , 30 seconds for not less than 2 minutes interval.

Helicopter activity in the area.

Fairway and seperation schemes in operation. - monitor position continuosly.

Echo sounder - must be kept "ON".

Q. Preparation before entering an ICE :-

An adequately powered ice strengthened ship should be able to make progress through 6/10 to 7/10
first year ice.

The engines and steering gear of any ship must be reliable and capable of quick response to
manoeuvrability orders.

The navigational equipment should be reliable and maintain radar at peak performance.

The vessel should be ballasted and trimmed to keep propellor submerged; but care must be taken as
excessive trim can spoil manoeuvrability.

Ballast and fresh water tanks should be kept not more than 90% full to avoid risk of damage due to
freezing of water.

Good search lights must be available for night navigation.

The first principle of safe navigation through ice is to maintain freedom of manoeuvre. Once the ship
becomes trapped, it starts drifting with the ice.

The three principles to be kept in mind during an ice transit are :

Keep moving even if very slowly.
Work with ice movement and not against it.
Excessive speed leads to Ice damage.

Try to determine the type, thickness, hardness, floe size and concentration of the ice.

Ice should never be entered if an alternative route is available.

Consideration should be given to Time of the Year , Temperature and weather.

Area of operation.

Availability of Ice breakers.

Vessels Ice class in relation to the type of ice expected.

State of the hull, machinery and equipment, and quantity of bunkers and stores left.

Draft and depth of the water over the propellor tips and rudder.

Ice experience of persons incharge of bridge.

The ice should be entered from leeward, if possible, as wave actions are less on leeward side.

The ice edge often has bights seperated by projecting tongues. By entering at one of the bights the
surge will be less.

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Ice should be entered at very low speed and at right angles to the Ice edge to receive the initial
impact and once into the ice, speed should be increased to maintain head way and control of the
ship.

Ice information in South Atlantic :-

ALRS vol. 5 (for facsimile charts and ice forecasts.)

Routeing charts.
Climatic charts.
US marine Climate Atlas of the World.
US pilot charts - Monthly weather hazards.

Q. Instructions to OOW for Ice Convoy :-

Prepare the following details for communications to commander of Ice Breaker :-

Length of own vessel.
Turning radius.
Loaded tonnage.
Draught.
Maximum speed.

Inform OOW of the ship's position in the convoy in relation to Ice Breaker command vessel.

State distance required between ships; may change on instructions from commander. Greatest
benefits at 150 m from Ice Breaker.

Distance must be such as to allow vessel to stop without collision, if so ordered.

May receive orders to go astern; if so respond immediately and adjust speed to suit that of the
convoy throughout.

Check towing arrangements prior to commencement of convoy.

Use full communications including International Code of Signals.

Monitor position and progress; lookout maintained and a man standing by.

Q State the actions of the OOW on sighting fast ice, first year ice and ice cakes ahead.

All ice is dangerous to navigation and should be reported to Master.

The OOW should alter the course away from the immediate danger in accordance with SI No.534.

Subsequent actions :-

Plot the position of the Ice, observe and note description.

- Estimate size of the ice cake.
- Take care when position fixing with fast ice.
- Avoid totally if possible - unlike brash ice.

Engine room on immediate standby, if not already on this position.

Post extra lookouts and breif them regarding ice sightings and recognition.

Revert to manual steering.

Obtain latest Ice reports and compare with chart limits.

Reduce speed and approach with extreme caution, if unavoidable.

Keep Master informed of the progress.

Q What actions would you take if 7/10 pack ice was sighted ahead of your own vessel ?

7/10 pack ice is considered that level where drift ice becomes known as pack ice or more.

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Upto this level, navigation is still an available (practical) option. Investigation must include radio
information concerning limits and open water considered navigable.

Go for an alternative route, if possible.

Navigation must be considered only if the vessel is ice strengthened Class 1A*. Navigate with
extreme caution; use any leads if proceeding, and keep moving.

Convoy or Ice breaker assistance would be useful.

Q. ICE BREAKERS AND REPORTING SYSTEM :-

Baltic sea :

Baltic ice code used - given in ALRS vol 3.

Ice breaker signals used by Danish, Norweigian, or Swedish Ice breakers.

Daily Ice reports in Baltic is given by KIEL COAST RADIO STATION.

Danish Ice Breaker service - Kobenholm.

Swedish Ice Breaker service - Stockholm.

Swedish Ice breakers broadcast their position daily (ALRS 3).

Vessel to get into contact with Ice breaker as soon as possible and also report to nearest CRS or
signal station.

Wait in open water for Ice breakers.

Daily Ice reports also state where compulsory reporting of ship is necessary.

In case of ice accretion being experienced, vessel to contact Swedish CRS immediately.

Ice reports broadcasted by Swedish, Danish, German, USSR CRS.

The Ice breaker decides if a vessel has to be taken into a tow. Ice breaker's give a rendezvous
position, route and order a convoy .

Maintain a continuos radio watch.

Air craft may be used to assist in Ice services.

Request for an Ice breaker should include the following :-.

Name, nationality and call sign.

Tonnage, draft, engine power and year built.

Ice Class, cargo quantity, destination, ETA of Ice waters, signals from Ice breakers on to be
immediately repeated by each assisted vessel in turn begining with the one nearest the Ice breaker
on vessel making the signal.

Position fixing in Baltic :-

Decca reliable
Loran only skywave recption.
Radio beacon are numerous; Direction Radio beacon also available.
Radar beacon (racon) on, fitted to light houses, light structures and landfall buoys in approach to
ports (ALRS volume 3).

Q. Weather routeing has been classified into 3 types :-

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 Climatological Routeing : is following the standard route recommended for a particular
season. Such routes are described in the Ocean Passages of the World, Admiralty Sailing Directions
and Routeing Charts.

For this type of routeing the best value obtained is some trade wind areas and in the Indian
Ocean and South China sea when the occurence and behaviour of the monsoon are very regular. For
most other regions, weather over short periods does not always confirm to the seasonal pattern which
afterall is only an average.

Strategic Routeing : is planned for one particular voyage.It is based on the latest weather
analysis; 3 to 5 day forecast chart. Some idea of the furhter outlook and seasonal probabilities are
also taken into consideration.

An important consideration in route selection is the location of the track along which the
storm tracks, rather than the displacement of the storm along the track.

Tactical Routeing : is described as making temporary departure from the route planned and is
made according to developments in the synoptic situation. It is based on weather maps, wave height
analysis and prognosis, 12 to 24 hours forecast, gale warnings etc.

Q. State the contents of the Chart 5500 (Mariners Routeing Guide to English Channel and North
Sea).

Passage Planning : Advice is given on the aspects of appraisal, planning, execution and
monitoring of the vessels progress with particular attention to use of a 'sea pilot'.

Routeing : General Recommendations regarding extensive TSS in operation through the

Dover Strait and prominent focal points. Masters are advised of their legal obligations under
COLREGS rule 10(b) in section (2) of the chart.

Routeing : Specific Regulations such as ships over 300 GRT should be fitted with electronic
position fixing equipment.

Passage Planning : Special classes of vessels such as tankers and ships carrying dangerous
cargo, and deep draught vessels and those bound for Europort.

Oil and dangerous cargo : This section contains a list of oil and noxious substances that
require to be reported under EC Regulations.

Radio Reporting System (through traffic) : Detailed information is given regarding MAREP
ship movement and reporting method adopted in the Channel.

Radio Reporting Procedure to a port of destination : Describes the requirement of reporting

under UK and French Regulations, and the contents of the report.

Maritime Radio Services : Details of stations, frequencies and the times of transmission of
specific messages including navigation warnings, weather reports and storm warnings. Details of
Navtex service is also included.

Radio Beacon Service : Includes illustration of radio beacons and their groupings, together
with effective range, frequency, service being offered and station identification.

Tidal information : Offshore tidal data with an illustration / example of the use of co-tidal and
co-range lines.

Pilotage service : Boarding information and details of request for deep sea pilots for
respective ports and the relevant communications required.

Q. Monthly Routeing Chart :-

The title of the chart reflecting the coverage area, specific monthly period that the chart refers to,
together with the scale for a given latitude for which the chart potrays.

The date and number with the monthly consecutive number, and the last correction found in the
lower border.

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Main shipping routes and distances between principal ports are indicated as black track lines.

Limits of Loadline Zones indicated with specific date and latitudes, and are presented in pastal
colours :-
Tropical Zone - light green;
Summer Zone - light pink;
Winter Zone - light blue.

The extreme iceberg limit is presented by a broken line in a pale red colour :
----+----+----+----
Maximum limits of pack ice are shown in the same colour but with a distinctive broken line
pattern :- ____..____..____..____

Ocean currents are presented in 'green' and reflect the predominant direction of sea-surface currents
for the quarter year prior to the monthly date of the chart.
Constancy being indicated by presentation of lines :
25% - 50% - - - - - ->
51% - 74% --------->
75% - 100% ======>
Where insufficient observations are made, the probable direction is shown as following : .....

Baile wind rose (refer page 108)

Meteorological Information is also presented by a number of smaller insets into the chart and include
information on :
(a). Percentage frequency of winds, beaufort force 7 and higher.
(b). Mean air temperature degree F and mean air pressure in millibars.
(c). Mean sea temperature degree F and dew point temperature degree F.
(d). Percentage frequency of low visibility of less than 5 miles and percentage frequency of
fog, where visibility is less than 0.5 mile.

Prominent geographic places and landmarks are indicated with sea passages and respective course
alteration points.

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