Professional Documents
Culture Documents
1. STATE THE SPECIFIC CONDITION WHEN THE OOW MAY ACT AS A SOLE LOOKOUT octo-
09 (2 marks)
Under the STCW code, the OOW may be the sole look-out in daylight conditions provided that on
each such occasion:
1. The situation has been carefully assessed and it has been established without doubt that it is safe
to operate with a sole look-out:
2. Full account has been taken of all relevant factors, including, but not limited to:
a. State of weather, sea condition
b.Visibility
c. Traffic density
d. Proximity of dangers to navigation
e. The attention necessary when navigating in or traffic separation schemes:
3. Assistance is immediately available to be summoned to the bridge when any change in the
situation so requires.
If sole look-out watch-keeping practices are to be followed, clear guidance on how they should operate
will need to be given in the shipboard operational procedures manual
2. STATE THE FACTORS THAT MUST BE TAKEN INTO ACCOUNT PRIOR TO THE OOW
BECOMING AN SOLE LOOKOUT(MGN 315)octo-09- (5 marks)
Under the STCW Code, the OOW may be the sole look-out in daylight conditions.(2 marks) Factors
must be taken into account prior to the OOW becoming an sole look-out:
1. Under what circumstances sole look-out Watch-keeping can commence:
2. How sole look-out Watch-keeping should be supported:
3. Under what circumstances sole look-out Watch-keeping must be suspended.
It is also recommended that before commencing sole look-out Watch-keeping the master
should be satisfied, on each occasion, that:
I. The OOW has had sufficient rest prior to commencing watch,
II. In the judgment of the OOW, the anticipated workload is well within his capacities to maintain a
proper look-out and remain in full control of the prevailing circumstances.
III. Back up assistance to the OOW has been designated.
IV. The OOW knows who will provide that back-up assistance, in what circumstances back-up must
be called, and how to call it quickly.
V. Designated back-up personal are aware of response times, any limitations on their movements,
and are able to hear alarm or communication calls from the bridge.
VI. All essential equipment and alarms on the bridge are fully functional.
3. OUTLINE THE GUIDANCE ON HOW THE OOW MAY ENGAGE THE LOOKOUT'S
ATTENTION. (3 marks)
The OOW should consider the look-out as an integral part of the Bridge Team and utilise the look-
out to the fullest extent. As a way of fully engaging the look-outs attention consideration should be
given to keeping the look-out appraised of the current navigational situation with regard to
expected traffic, buoyage, weather, landfall, pilotage and any other circumstance relevant to good
watchkeeping.
7. LIST SIX ITEMS OF EQUIPTMENT TO BE CHECKED TO ENSURE THAT THEY ARE FULLY
OPERATIONAL, WHEN ENTERING RESTRICTED VISIBILITY octo-08/july-10 (10 marks)
1. Radar, ARPA or other plotting facilities.
2. VHF.
3. Course and engine movement recorder.
4. Fog signaling apparatus.
5. Navigation lights.
6. Deck lights
7. The steering gear being tested and manual steering tried out.
8. Echo sounder if in shallow waters.
9. Watertight doors, if fitted.
10. Communication with engine control room.
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8. STATE FIVE FACTORS TO BE CONSIDERED WHEN DETERMINING THE FREQUENCY OF
POSITION FIXING IN RESTRICTED WATER octo-08 (5 marks) OR
9. OUTLINE FOUR FACTORS TO BE CONSIDERED WHEN UNDERTAKING THE
MONITORING STAGE WHEN DETERMINING THE FREQUENCY OF POSITION FIXING.
March-07 (4 marks)
1. Proximity of dangers. Monitoring vessels position at the time to nearest danger.
2. Speed of vessel
3. Presence of current / Tidal flow, its Set and Rate
4. State of visibility
5. Reliability / Accuracy of monitoring means available
6. Availability of continuous monitoring means (e.g. parallel indexing, ground stabilized mapping
lines, transit bearings, leading lights etc.)
7. Availability of cross checks by other monitoring methods
8. Maneuvering characteristics of vessel
9. Metrological effects and state of weather
10. STATE TEN FACTORS THAT SHOULD BE CONSIDER WHEN DETERMINING THE
COMPOSITION OF A BRIDGE WATCH TEAM octo-09 (10 marks)
1. Visibility, state of weather and sea,
2. Traffic density,
3. If navigating in or near TSS
4. Additional work load caused by nature of ships functions,
5. Fitness for duty of any crew members who will be the member of watch,
6. Knowledge of and confidence in the professional competence of the ships officers and crew,
7. Experience of the OOW and familiarity of that OOW with the ships equipment, procedures and
maneuvering capability,
8. Operational status of the bridge instrumentation and controls,
9. Rudder and propeller control and ships maneuvering characteristics,
10. Size of the ship and field of vision.
11. STATE THE THREE SPECIFIED ITEMS THAT THE OOW SHOULD ENSURE BEFORE
HANDING OVER THE WATCH march-08 (3 marks)
Handing Over the Watch -The OOW shall:
1. ensure that the members of the relieving watch are fully capable of performing their duties
2. ensure that the vision of the relieving watch is fully adjusted to the light conditions
3. ensure that all standing orders and the Masters night orders are fully understood
12. STATE THE TWO SPECIFIED INSTANCES WHEN THE OOW SHOULD NOT HAND OVER
THE WATCH TO THE RELIEVING OFFICER march-08 (2 marks)
The OOW shall not hand over the watch:
1. If there is reason to believe that the relieving officer is not capable of carrying out the
watchkeeping duties effectively, in which case the Master should be notified
2. When a maneuver is in progress until such action has been completed
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Hours of rest may be divided into no more than two periods; one of which should be at least 6
hours long
15. AN OOW OBTAINS A SHIPS POSITION DERIVED BY CELESTIAL OBSERVATIONS WHICH
IS 20 NAUTICAL MILES TO THE SOUTH OF THE D.R. POSITION. AFTER HAVING CHECKED
THE CALCULATIONS AND PLOTTING OF THE SIGHTS THE OOW CAN FIND NO ERROR.
March-08 (2 marks) STATE THE ACTIONS REQUIRED BY THE OOW.
1. Call the master
2. Ensure that the vessel is safe in continuing from either position
3. Perform another sight and / or use another form of fixing to cross check original sight e.g. GPS
16. AT THE TIME OF THE OBERVATION THE SHIPS HEAD BY COMPASS SHOWED 083 deg.
(C). july-09 (5 marks)
Using Datasheet Q * - Deviation Curve, state the deviation that the OOW should have expected and
subsequent action, in light of the celestial observation, that should be taken by OOW. From Q, the
deviation is 2.1 deg. W. That time vessels compass heading is 083 deg. C and from the curve the
deviation is 7.2 deg. E. Therefore, the difference between both deviations is 9.3deg. E. Following
actions should be taken
1. Inform master
2. Check for any immediate navigation hazards in proximity and adjust course accordingly.
3. Verify deviation using terrestrial observation if vicinity (Transit Bearing)
4. Steer course allowing for the observe deviation and variation for the places as obtained from the
chart.
18. EXPLAIN (i) CLEARING BEARING (ii) LEADING LIGHTS (iii) CROSS TRACK LIMITS (iv)
ABORT POSITION. July-08 (Each 2marks)
(d) Clearing Bearing
A minimum or maximum bearing of a given object which must not be crossed if the vessel is to
remain on a safe track. This is mainly used for coastal navigation visual, but can also be used for
blind pilotage ie radar.
(ii) Leading Lights
Two lights at different ranges which have to be kept in a vertical line to keep the vessel on a safe
track. This is frequently used for entering and leaving port.
(iii) Cross Track Limit
The maximum perpendicular distance that a vessel may safely be from the planned track. This is
mainly used in conjunction with GPS
(iv) Abort Position
The Point of No Return. The position along a given track which is the last chance for the vessel to
abort the maneuver passing between two breakwaters. Once passed the abort position the
distance to the hazard is less than the turning circle and stopping distance, so the vessel is
committed to the required maneuver.
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19. STATE FOUR ADDITIONAL ITEMS OF INFORMATION THAT SHOULD BE PRESENTED
WITH THE MANOEUVERING DATA. July-08 (4 marks)
(i) Approach Speed (ii) Rudder Angle
(iii) Draughts, or Load/Ballast Condition
(iv) Weather (wind speed & direction)
(v) Underkeel Clearance
1. The pivoting point :
At any instant during the turn a line drawn from the center of curvature of the path, perpendicular
to the ships fore and aft line meets the later at a point called the pivoting point (About one third of
the length from forward). When the vessel moves under stern way the pivoting point moves aft,
very close to the stern.
2. The diameters:
The greatest diameter scribed by the vessel from starting the turn to completing the turn (ship's
head through 180o) is the Tactical Diameter, i.e. the transfer for 180o. The internal diameter of the
turning circle where no allowance has been made for the decreasing curvature as experienced with
the tactical diameter is the Final Diameter.
3. The drift angle:
Is the angle between the ship's fore-and-aft line and the tangent to the turning circle?
4. STOPPING DISTANCE:
Generaly a vessel will carry her way farthestwhen she is large, depply loaded, smooth hulled, non-
fouled, and fine form.
a. Inertia Stop:
When the engines are stopped with the vessel moving ahead and, run off without putting the
engines astern, the maneuver is described an inertia stop. Stopping a Ship in an Emergency
b. Crash Stop depends upon:
1. The mass of the and its velocity
2. The engine power available to bring the vessel to stop in water with minimum deviation from the
origenal course line.
When the engines are put astern to stop the ship as rapidly as possible while on full ahead the
maneuver is known as crash stop. GANGARAM BOMIDI inbox.ganga@gmail.com (LOWESTOFT)
20. OUTLINE THE EQUPITMENT THAT SHOULD BE VERIFIED AND THE TEST THAT
SHOULD BE CONDUCTED WHEN CONDUCTING STEERING GEAR TESTS PRIOR TO
DEPARTURE FROM A PORT. nov-08 (12 marks)
Shortly before departure, check and test the steering gear including, as applicable, the operation of
the following:
1. The main steering gear.
2. The auxiliary steering gear.
3. The remote steering control systems.
4. The main steering position on the bridge
5. The emergency power supply
6. The rudder angle indicators in relation to actual rudder position
7. The remote steering gear control system power failure alarms
8. The steering gear power unit failure alarms
9. Automatic isolating arrangements and other automatic equipment
CHECKS AND TESTS:
1. The full rudder movement according to the required capabilities of the steering gear,
2. The timing of rudder movement from hardover-to-hardover, using each steering gear power unit
singly and together, to ensure consistency with previous tests,
3. As visual inspection of the steering gear and its connecting linkage,
4. The operation of the means of communication between the bridge and the steering gear
compartment.
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21. STATE THE FREQUENCY, AS OUTLINED BY SOLAS, THAT EMERGENCY STEERING GEAR
TEST DRILLS MUST BE CONDUCTED nov-08 (1 mark)
Once in three Months
22. EXPLAIN WITH AID OF A DIAGRAM, HOW THE RELATIVE POSITIONS OF EARTH, SUN
AND MOON INFLUENCE TIDAL RANGES. Nov-08/march-06 (5 marks)
The main factors causing tides are the combined effect of the gravitational forces exerted on the
earth by the moon and also, by the sun and are combined with the centrifugal forces produced by
the revolution of the earth and moons orbit around the earth to cause tides. The difference in the
gravitational and centrifugal forces exerted on the earth's surface by the moon causes water to pile
up towards the moon and also, in the hemisphere opposite to the moon. Figure 1
*PMoonLWLWHWHWPoint.
2. Spring tides The tides with maximum range are known as Spring tides - they occur at fortnightly
intervals. Figure 2 represents the relative positions of the sun and moon at spring tides, when the
tidal generating forces of the sun and moon act together producing the highest high tide and the
lowest low waters. The moon is at conjunction (New Moon) or opposition (Full Moon). Figure 2 Sun
Earth Opposition Full Moon New Moon Conjunction
3. Neap tides The tides with minimum ranges are known as Neap tides - they also occur at
fortnightly intervals. Figure 3 represents the relative positions of sun and moon at neap tides when
the tidal generating forces are acting at right angles to each other, so that effectively a lower high
water and a higher low water is produced. . These forces of the Sun relative to the moon are in the
approximate ratio 7: 3. The moon is said to be at quadrature. Figure 3 Sun Earth 1st Quarter 2nd
Quarter
24. STATE THE REASONS FOR POSSIBLE DISCREPANCIES BETWEEN THE PUBLISHED
HEIGHTS/TIMES AND ACTUAL HEIGHTS/TIMES EXPERIENCED.Nov-08/march-
06(3marks)
The discrepancies between predicted and observed heights and times can be caused by: (i)
Meteorological Conditions:
1. Changes in barometric pressure
2. Effects of Wind
3. Seiches
4. Storm Surges
(ii) Shallow Water Effects (iii) Seasonal Variations:
1. in Mean Level
2. Harmonic Constants
25. STATE THE CRITERIA USED TO DETERMINE WHICH STANDARD PORT A SECONDARY
PORT IS LINKED TO WHEN THE PART II CORECTION TABLES WERE COMPLIED (2 marks)
The Standard Port from which the Secondary Port Data is based should have:
(i) Tidal Characteristics similar to that of a local standard port.
(ii) If (i) is not possible then another standard port distant from the secondary port which has similar
tidal characteristics
26. STATE THE POSITION OF THE APPARENT SUN, IN RELATION TO THE VISIBLE
HORIZON, WHEN AN AMPLITUDE BEARING SHOULD BE OBTAINED.(2 marks)
Amplitude or bearing taken when Sun or Moon is half the diameter above the horizon.
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27. STATE TWO CIRCUMSTANCES WHEN A VESSEL MAY ENTER THE SEPARATION ZONE
Coto-08 (2 marks) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall
not normally enter a separation zone or cross a separation line except:
1. In case of emergency to avoid immediate danger.
2. To engage in fishing within a Separation Zone.
28. STATE TWO METHODS TO DETERMINE IF THE TSS HAS BEEN ADOPTED BY THE IMO
Octo-08/july-07 (2 marks) If a TSS has been IMO adopted it would be: (i) Stated on the BA Chart
used (ii) Published in the IMO Routing Guide
1. Sailing Directions 2. Annual Notices to Mariners No.173. Weekly Notices to mariners 4. Rule 10
of COLREG 5. MSN 1642 6. ALRS volumes 6/7
29. STATE WHICH VESSELS MAY USE THE INSHORE TRAFFIC ZONE octo-08 (5 marks)
The vessels that can use an inshore zone are(i) Vessels less than 20m (ii) Sailing Vessels (iii)
Vessels engaged in Fishing(iv) Vessels en route to and from a port, offshore installation or structure,
pilot station or any other place situated within the inshore traffic zone(v) Vessels avoiding
Immediate Danger .
30. STATE TWO CIRCUMSTANCES WHEN A SHIP IS EXEMPTED FROM COMPLYING WITH
RULE 10 octo-08 (2 marks) 1. A vessel restricted in her ability to maneuver when engaged in an
operation for the maintenance of safety of navigation in a traffic separation scheme is exempted
from complying this Rule to the extent necessary to carryout the operation. 2. A vessel restricted in
her ability to maneuver when engaged in an operation for the laying, servicing or picking up of a
submarine cable, within a traffic separation scheme, is exempted from complying with this Rule to
an extent necessary to carryout the operation.
31. STATE FIVE INSTANCES WHEN THE OOW SHOULD CHECK THE GYRO AND MAGNETIC
COMPASS ERROR octo-08 (5 marks) OR 32. STATE FIVE INSTANCES WHEN THE ERROR
OF THE SHIPS COMPASS SHOULD BE OBTAINED march-08 (5 marks) The compass error
should be obtained if:1. Once a watch when no major alterations of course take place 2. After any
major alteration of course 3. When entering or leaving restricted waters 4. When entering or
leaving an area of magnetic anomaly 5. If the OOW has any doubts as to its reliability 6. When the
vessel is in transit, 7. Whenever the gyro compass is restarted, 8. During coastal navigation, 9. Any
big alteration in ships structure, 10. When passing under high tension wires,
33. STATE TWO REASONS WHY 1 HR NOTICE SHOULD BE GIVEN TO THE ENGINE ROOM
PRIOR TO THE ARRIVAL AT STAND BY ENGINE POSITION march-08/octo-07 (2 mark) 1.
Additional generator has to be started for extra power consumption for running additional
machineries during maneuvering. 2. It will be required to stop fresh water generator. 3. To change
over main engine consumption from fuel oil to diesel oil. 4. To prepare the auxiliary boiler for steam
supply during maneuvering for heating purifiers and auxiliary purposes. Note: 5. OOW should be
aware that the E.R. personal also has many checks and preparations to make prior maneuvering. 6.
Depending on the characteristics of the plant, this time will be utilized for reduction to full ahead
maneuvering speed from full sea speed in order to protect the engines from thermal shock.
35. THE ADMIRALTY SAILING DIRECTIONS WILL BE USED IN THE APPRAISAL. STATE
EIGHT TOPICS OF INFORMATION CONTAINED IN THIS PUBLICATION nov-07 (4 marks)
The Admiralty Sailing Directions contents 1. The coast 2. Off laying features 3. Tidal streams and
currents 4. Navigational hazards 5. Buoyage systems 6. Pilotage 7. Regulations 8. Information about
channels and harbours 9. Port facilities 10. Seasonal currents 11. Direction for navigation in
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complicated waters 12. Ice 13. General notes on countries covered by the volumes 14. Climatic
conditions with direct access to the sea.
The Landfall approaches should be clear of navigational hazards e.g. shoals, dangerous
wrecks;
Large scale charts of the area must be available
A sea bed with a distinct shoaling features that assists navigation using the echo
sounder;
The predicted meteorological conditions of the area for visibility and wind force and
direction, rainfall, low lying cloud etc;
The anticipated ranges of the first sighting of lights, and their identification e.g. by the
use of distinct characteristics and Racons;
The direction and rate of tidal streams especially when the tide is strong;
The mix of fixing methods available including visual, radar, electronic navigational aids
and echo sounder
Consider that low lying land may only be visible at close range distinctive mountainous
areas can be identified using the sketches in the Sailing Directions
Prominent coastlines with distinct features are useful for identification especially by
radar;
Fog signals to assist in recognition and proximity to land in poor visibility
Suitable anchorage areas;
Traffic density
(b) Publications that should be consulted when planning to make a landfall are:
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3. Admiralty Tide Tables;
7. Notices to Mariners
8. Nautical Almanac
38. LIST TEN CIRCUMSTANCES WHEN THE MUSTER MUST BE CALLED. octo-07 / july-10
(10 marks) 1. If restricted visibility is encountered or expected. 2. If traffic conditions or the
movements of other ships are causing concern. 3. If difficulties are experienced in maintaining
course. 4. On failure to sight land, a navigation mark or obtain soundings by the expected time. 5. If,
unexpectedly, land or navigation mark is sighted or a change in soundings occurs. 6. On breakdown
of engines, propulsion machinery remote control, steering gear or any essential navigational
equipment, alarm or indicator. 7. If the radio equipment malfunctions. 8. In heavy weather, if any
doubt about the possibility of weather damage. 9. If the ship meets any hazards to navigation, such
as ice or derelict. 10. If any vessel security concern arise. 11. In any other emergency or in any
doubt.
39. STATE SIX CHECKLISTS CONTAINED IN PART C OF THE BPG 1. C1-Main engine or
steering failure 2. C2-Collision 3. C3-Stranding or grounding 4. C4-Man overboard 5. C5-Fire 6. C6-
Flooding 7. C7-Search and rescue 8. C8-Abondoning ship
40. EXPLAIN THE OBLIGATION THE OOW WILL HAVE WHEN IN THE PRESENCE OF A
PILOT. July-10 (3 marks) The pilot has a specialized knowledge of navigation in coastal waters.
The presence of a pilot does not relieve the master or the OOW of their duties and obligations for
the safety of the ship. OOW will: 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. Keep engine room informed. 8. Maintain logbook
entries. 9. Exhibit correct lights and shapes. 10. Fly correct flags.
11. Do not stand vessel into danger.
12. Use all available means to check vessel's position.
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1. Latitudes appears straight lines and parallel to each other,
2. Longitude appears straight lines and parallel to each other,
3. Latitude scale varies, increases towards the poles,
4. Longitude scale is constant - are equidistance to each other,
5. Rhumb line track appears as straight line,
6. Great circle track appears as curved line,
7. Land masses are orthomorphic - in correct shape,
8. Latitudes and meridians intersect at right angles.
45. DEFINE (i) TRAFFIC LANE (ii) SEPARATION ZONE (iii) SEPARATION LINE (iv)
INSHORE TRAFFIC ZONE (v) PRECAUTIONARY AREA. July-07 (Each 2 marks)
1. Traffic Separation Scheme A routeing measure aimed at the separation of opposing streams of
traffic by appropriate means and by establishment of traffic lanes.
2. Traffic Lane An area within defined limits in which one-way traffic is established. Natural
obstacles including those forming separation zones, may constitute a boundary. (2 mark)
3. Separation Line or Zone A line or zone separating the traffic lanes in which ships are
proceeding in opposite o nearly opposite directions or separating a traffic Lane from adjacent sea.
(2 mark)
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4. Inshore traffic Zone A routeing measure comprising a designated area between the landward
boundary of a traffic separation scheme and adjacent coast-to be used in accordance with Rule
10(d) - intended for local traffic. (2 mark)
5. Precautionary Area An area where ships must navigate with particular caution and within
which the direction of traffic flow may be recommended. (2 mark)
Ships routeing systems contribute to the safety of life at sea, safety and efficiency of navigation and
/or the protection of the marine environment Following are the matters related to ship
routeing;
1. Routeing system
2. Mandatory Routeing system
3. TSS
4. Traffic separation zone
5. Traffic separation line
6. Traffic lane
7. Round about
8. Inshore traffic zone
9. Tow way route
10. Recommended track
11. Deep water route
12. Precautionary area
13. Area to be avoided
14. Established direction of traffic flow
15. No anchoring area
16. Recommended direction of traffic flow.
47. STATE SIX ITEMS OTHER THAN COMPASS THAT OOW SHOULD CHECK EVERY WATCH
DURING AN OCEAN PASSAGE, july-07 (6 marks)
1. Gyro and repeaters.
2. Auto pilot should be tested manually.
3. Navigation lights are functioning properly and no alarms
4. Sound signaling are functioning properly and no alarms,
5. Operational and functional tests of radar and other plotting equipments,
6. Echo sounder,
7. Communication equipments such as VHF etc.
50. EXPLAIN WHY CO-TIDAL AND CO-RANGE DIAGRAM (CHART 5500) MAY BE OF USE IN
THE EXECUTION STAGE OF A PASSAGE PLAN. Dec-06 (3 marks)
This diagram enables a tidal prediction to be made for position offshore the co-tidal lines are drawn
through point of equal mean high water interval (MHWI). MHWI is the mean time interval between
the passage of the moon over the meridian of Greenwich and the time of next high water at the
place concern. Co-range lines are drawn through the points of equal mean spring range (MSR). MSR
is the difference in level between mean high water spring and mean low water spring and is given in
metres.
The time correction to be applied at required position should be obtained by finding the time
difference between its MHWI and that for the nearest standard port shown on the diagram. The
height at the position is obtained by multiplying that for the standard port by the ratio of the MSR.
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3. Position monitoring availability prior to headland.
4. Position monitoring availability at headland.
5. Currents / tidal streams.
6. Maneuver characteristics of vessel
7. Sea room for anti collision maneuver.
8. Regulations (pertaining to kind of cargo carried tankers and DG/hazards cargo).
9. Accuracy / reliability of information,
10. Status of ship equipments
11. Security of ship/cargo.
12. Experience.
52. LIST THE SIGNS INDICATING THE PROXIMITY OF DRIFT ICE. March-07 (7 marks)
The signs indicating proximity of ice
1. Ice Blink -On a fine day with blue sky, Yellowish haze on the horizon, Whitish glare in clouds on an
overcast day
2. A characteristic light in the sky just above the horizon caused by the reflection off the white
surface
3. Sudden smoothing of the sea surface & reduction in swell indicates drift ice to windward
4. Isolate fragments of ice pointing towards the thicker ice
5. Thick bank of fog. White patches of fog indicate ice at a short distance
6. Unusual presence of wildlife (in Arctic appearance of walruses seals & seabirds)
7. Surface temperature falls below +1C & vessel is not in a cold current
OR
Detection by radar - especially in a calm sea (cannot be relied upon for bergy bits and
growlers).
Visually appears as a white mass when shone on by the sun, with not sun a dark
mass. First signs may be the wash of the sea breaking on its base
Ice blink - sighted as a yellowish haze usually well before the ice itself is detected. If overcast
an ice blink will tend to have a white layer reflecting with the cloud formation.
Sea surface temperature If carefully watched in the North Atlantic may indicate entry into a
cold ice bearing current. If the recoded temp is 1C then ice can be assumed to be within 150
nautical miles. If below -1C then ice is within 50 nautical miles.
Fog bank - Ice edge is often accompanied by a thick bank of fog.
Wildlife prior to sighting ice or fog banks, it is more likely that observation of wildlife will
provide indication of ice e.g walrus, seals, and different species of birds far from land.
Sea state a distinct change in sea state, where an abrupt smoothing of the sea and a
reduction in swell indicates that ice could well be to windward
Noise a thunderous roar is heard when a growler is calved.
If unable to reach shelter or warmer conditions, it has been found best to:
reduce spray to a minimum by heading into the wind and sea at the slowest
speed possible, or
run before the wind at the least speed that will maintain steerage.
Additionally:
manual removal / clearance may be considered.
Use of de-icing agents
(c) Under SOLAS Chapter V, 2004, the Master of every ship encountering dangerous ice or
conditions that will cause ice accumulation on ships, is required to report these conditions,
format of the report can be found in The Mariners Handbook (NP 100).
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The type of ice
The position of the ice
GMT and date of the observation
(ii) The message should contain:
53. STATE THE PUBLICATIONS THAT OBLIGES A SHIPMASTER TO REPORT ICE AND
SEVERE ICE ACCERETION. March-07 (1 mark)
SOLAS Chapter-5, requires reporting of ice and Severe Ice Accretion (every 3 hrs or less)
54. OUTLINE THE REPORTING REQUIREMENTS OF (i) ICE (ii) SEVERE ICE ACCERETION
1. Ice march-07 (3 marks)
a. Type of ice
b. Position of the ice
c. UT (GMT) and date of observation
56. EXPLAIN HOW THE USE OF ADMIRALITY CHART 5500, MARINERS ROUTEING GUIDE,
ENGLISH CHANNEL AND SOUTHERN NORTH SEA CAN AID AN OOW TO PLAN THE
PASSAGE THROUGH BUSY AND CONGESTED WATER. Dec-06 (10 marks)
CHART 5500, MARINERS ROUTEING GUIDE, ENGLISH CHANNEL AND SOUTHERN NORTH SEA:
1. PASSAGE PLANNING WITH CHART 5500 Provide guidance and advice in the aspect of APEM
(appraisal, planning, execution and monitoring) for a vessel progress through English channel and
Southern North Sea.
2. ROUTEING, GENERAL RULE AND REGULATION Vessel routeing through TSS shall comply with
Rule 10 of COLREG.
a. Deep water routes specially for deep draught vessels.
b. In 2 way route, vessel should keep to starboard side.
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required to be reported under EU regulation. Also tells about MARPOL 73/78 Annex I.6. RADIO
REPORTING SYSTEM Details regarding reporting methods adopted in the channel. Reporting
points and surveillance stations are shown on the chart.
7. REPORTING TO PORT OF DESTINATION Describe the requirement of reporting under UK
regulation, EU regulation and French regulations.
8. MARITIME RADIO SERVICES Provide details of station, frequencies and time of transmission of
specific messages including navigational warning, weather reporting, etc.
9. PILOT SERVICES Provide details about pilot boarding, frequency to use, boarding time and
position and communication required.
10. TIDAL INFORMATON SERVICES Provide tidal information for position offshore by use of co-
tidal and co-range
OR
(a) There are 10 parts to chart 5500, which would be used as follows:
Passage Planning Using this Guide This give advice on the application of
Appraisal, Planning, Execution and Monitoring in passage planning;
Routing: General Rules and Recommendations Covers the application of
IRPCS Rule 10 and the use of the Deep Water routes;
Routing: Special Rules and Recommendations informs of the IMO adoption of
the TSS schemes, and advises that vesasels over 300 GT should have electronic
position fixing systems;
Passage Planning: Special Classes of Vessel gives advice for deep draught
vessels eg underkeel clearances and routes to use, recommended routes for
vessels carrying dangerous goods and the use of ITZ for sailing vessels under
20m;
Oil and Dangerous Cargoes: Marine Pollution Gives advice on the MARPOL
and reporting requirements for different classes of cargo;
Radio Reporting Systems applying to through Traffic gives advice on where
reporting information can be found in ALRS, and the reporting requirements and
contents of the reports for different types of vessel carrying different types of
cargo in the various areas;
Reporting to a Port of Destination in the Area gives the reporting requirements
for ports to be used in the area (e.g. notice of arrival) and where information can
be found on the requirements (ALRS Vol 6);
Maritime Radio Services details on Navigation warnings and weather bulletins,
NAVTEX stations and Traffic surveillance in the area;
Pilot Services Details on both Deep Sea Pilot and Harbour Pilots
Tidal Information and Services Co-Range and Co-Tidal information in the area.
57. EXPLAIN HOW THE FOLLOWING WOULD BE USED IN APPRAISAL STAGE (i) TIDAL
STREAM ATLAS (ii) ADMIRALTY SAILING DIRECTIONS (iii) ADMIRALTY LIST OF LIGHT
AND FOG SIGNAL (iv) CATALOGUE OF ADMIRALTY CHARTS AND OTHER HYDROGRAPHIC
PUBLICATIONS. Dec-06 (Each 4 marks)
Tidal Stream Atlas march-10(5 marks) Gives location, rate and set of tidal stream in the area at
hourly intervals.
1. This can be used for planning the passage and executing the passage to transit the waters with
favorable tidal stream. 2. ETAs of each waypoint, critical section of passage or pilot boarding etc
can be calculated.
3. Helps in determining EP (estimated position) and countering set. Areas of strong tidal sets will
require more frequent position plotting.
4. Helps in planning arrival at anchorage (that is arrive in slack water) Admiralty Sailing Directions
Admiralty Sailing Directions or Pilot Books as they are commonly known, are published in
volumes by the UKHO. These provide world wide coverage and are intended to complete the
Admiralty charts: Provides information on the following;
[Type text]
1. Describes the coast, off lying dangers and other navigational hazards for route planning,
2. Gives seasonal and climatological data for route planning,
3. Topography of coastline to landmarks for visual and radar monitoring.
4. Route recommendations and contingency anchorages,
5. Buoyage system,
6. Description of Pilotage waters,
7. Description of approach channels, harbor and anchorage areas.
Use of fog signals in coastal and confined waters for position monitoring in restricted visibility.
Catalogue of Admiralty Charts The United Kingdom Hydrographic Office (UKHO) publishes The
Catalog of Admiralty Charts and Other publications (NP 131) annually. It shows the areas of
coverage of BA charts and other BA publications. The Defense Mapping Agency (DMA) of the USA
produces a similar document, as CATPV1U. The US version shows the areas of coverage of US charts
and other publications.
59. OUTLINE THE DETAILS CONTAINED IN THE TIDAL STREAM ATLAS TO ASSIST IN THE
APPRAISAL OF THIS PASSAGE. Dec-06 (4 marks)
Tidal Stream Atlas show the direction of the stream as vector arrows and spring and neap rates
from 6 hrs before to 6 hrs after on small chart lets, there are 17 Admiralty Tidal Stream Atlas, which
shows in diagrammatic form the major Tidal Stream for selected waters of NW Europe. Advantages
of Admiralty Tidal Stream Atlas can be summarized as:
1. They show both direction and rate of tidal streams at hourly intervals by careful and accurate use
of graded arrows.
2. Display mean neap and spring tidal rates in tenth of a knot.
3. Include diagram to assist you to calculate the tidal stream rates your required day.
60. STATE THE INSTANCES WHEN INTERMEDIATE TIDAL HEIGHTS MAY NOT BE
CALCULATED FOR PACIFIC PORTS. 0cto-06 (4 marks)
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1. The duration of rise or fall must be more than 5 hours.
2. The duration of rise or fall must be less than 7 hours.
3. There must be no shallow water correction.
4. There must NOT be any note on the bottom of the daily page(Harmonic constant)
61. STATE SIX OTHER PUBLICATION THAT SHOULD BE CONSULTED AS PART OF THE
APPRAISAL PROCESS. Octo-06 (6 marks)
1. Sailing Directions (Pilot Books) 74 volumes
2. Admiralty List of Lights and Fog signals NP 74-84
3. Admiralty List of Radio Signals
4. Admiralty Tide Tables published annually in 3 vol. covers whole world
5. Tidal Stream Atlas
6. Admiralty Notices to Mariners weekly , cumulative and annual summary-to keep charts up to
date
7. Radio Navigation Warnings- ALRS vol-3- radio weather services and Nav. Warnings
8. Navigational Aid information (manuals etc)
9. Ocean Passage of the World
10. Mariners Handbook
11. Mariners Routeing guides
12. Passage Planning Chart
62. DIRECTION TO ASSIST THE MARINER IN APPRAISING THE PASSAGE- CHART 5056
0cto-06 (8 marks) Provides information on the following;
1. Describes the coast, off lying dangers and other navigational hazards for route planning,
2. Gives seasonal and climatological data for route planning,
3. Topography of coastline to landmarks for visual and radar monitoring.
4. Route recommendations and contingency anchorages,
5. Buoyage system,
6. Description of Pilotage waters,
7. Description of approach channels, harbor and anchorage areas.
63. STATE SIX ITEMS CONTAINED IN THE BRIDGE PROCEDURE GUIDE, BRIDE CHECKLIST
FOR A VESSELS NAVIGATING IN HEAVY WEATHER. Octo-06 (6 marks)
1. The master, engine room and crew should be informed o the conditions.
2. All movable objects been secured above and below decks, particularly in the engine room, galley
and in the store rooms.
3. Ships accommodation secured and all ports and deadlights closed.
4. All weather deck openings been secured.
5. Speed and course adjusted as necessary.
6. Crew to be warned to avoid, upper deck areas made dangerous by the weather.
7. Safety lines / hand lines rigged where necessary.
65. STATE FIVE FACTORS THAT WOULD INFLUENCE THE MARGIN OF SAFETY WHEN
UNDERTAKING THE PLANNING STAGE OF A VOYAGE PLAN. March-06 (5 marks)
1. The size and draft of the vessel, required UKC and squat effect.
2. Speed of the vessel.
3. The manoeuvring characteristics of the vessel.
4. Presence of strong tidal sets.
5. Available depth and width of water.
6. The accuracy of navigable aids to be used.
66. STATE WITH REASON FIVE FACTORS TO BE CONSIDERED UNDER THE EXECUTION
STAGE OF A VOYAGE PLAN. March-06 (5 marks)
EXECUTION; Once the ETD is known the ETA can be determined. Taking into account the weather
and tide conditions the passage can be commenced. Execution stage is the executing of the passage
plan. This is carried out by the bridge team.
1. Check reliability and condition of the vessel Nav equipments.
2. Calculate estimated time of arrival at the critical points of the passage when vessel requires a
tidal window.
3. Metrological conditions as well as weather routeing information at start and during passage.
4. Day time versus, night time passing of danger points or transiting restricted areas and any effects
this might have on the position fixing accuracy.
5. Traffic conditions specially at focal points (converging traffic from different directions).
6. Time management, frequency and means of position fixing, position fixing to be done by more
than one means for cross verification. Positions obtained by navaids should be checked wherever
possible by visual means.
7. Compare fix with DR to ensure position makes sense.
8. Buoys should not be use for position fixing unless it has positively ascertained that they are in
position, but may be used for guidance.
9. Check time when extra hands will be required along critical junctions of passage.
67. STATE WITH REASONS, FIVE FACTORS TO BE CONSIDERED WHEN CONSIDERING THE
MONITORING STAGE OF A VOYAGE PLAN. March-06 (5 marks)
1. Proximity of dangers to decide frequency of position plotting.
2. Speed of vessel to decide frequency of position plotting.
3. Availability of cross checks by other monitoring methods to verify position obtained.
4. Presence of current/Tidal flow, as frequency of position plotting to be increased to make out if
vessel setting off the intended track.
5. Visibility and state of weather to decide means of frequency of position fixing.
6. Availability of continuous monitoring means like parallel indexing, ground stabilized mapping
lines, transit bearings, leading lights etc.
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7. To indicate wheel over points or change in engine status.
Pilotage waters
1. As leading lines
2. As clearing lines
3. To indicate wheel over points in engine status
4. To fix vessels position when crossed with another position line or circle
At anchor-
1. To fix vessels position and/or position of anchor.
2. To determine compass errors.
3. To determine if anchor is dragging (any suitable landmark can be used for this, they do not need
to charted.)
9. Study charted navigational aids and coastline characteristics for landfall and position monitoring
purpose.
10. Consider volume and flow of traffic likely to be encountered.
11. Maritime environmental protection measures.
12. Study the maneuver characteristics of the ship to decide upon safe speed and, where
appropriate, allowance for turning circle at course alteration points.
13. Estimate draft of the ship during the various stages of the passage.
14. If a Pilot is to be embarked, make a careful study of the area at the Pilot boarding point for pre-
planning intended maneuvers.
15. Where appropriate, study all available port information data.
16. Check any additional items which may be required by the type of ship the particular locality, or
the passage to be undertaken.
PLANNING; Is the making of the passage plan for the voyage using all the data and information
gathered in the appraisal process. The Plan must be prepared by the Navigating officer and
presented to the master for his approval well before the vessel is to commence its voyage. Factors
which may influence the routeing decisions are;
1. Areas of safe water which will be encountered.
2. National, International and Company regulations which may be contravened by a particular
routeing.
3. Permissible deviations from the track.
On the basis of the fullest possible appraisal, a detailed passage plan should be done covering berth
to berth. GANGARAM BOMIDI inbox.ganga@gmail.com (LOWESTOFT) 1. Hatch in all the danger
areas and hazards to navigation. no go areas, maintain safe UKC at least 20% of the draft.
[Type text]
2. Plot intended track in 360 deg notations, write all alteration points (A/C), wheel over position,
DTG, WP No. reporting points (incl. method of reporting, channel or frequency and report), VTS.
3. Margin of safety (taking into account draft, speed, tidal stream, maneuvering characteristics,
available depth and width of water and cargo).
4. Encircle all radar conspicuous objects, recons, buoys, Nav Aids.
5. Identify primary and secondary means of position fixing.
6. Indicate transit bearings, clearing bearings and ranges.
7. Indicate positions where change machinery status may be required.
8. Permissible deviation from the intended track,(parallel indexing).
9. Abort point, contingencies of alternate route or anchorage for various failures (of equipment and
/ or machinery, points of no return).
10. Comply with the local and international regulations and also with the marine environmental
protection regulations.
Planning details should be recorded on voyage plan note book, and available at all times on the
chart table along with supporting publications (ALRS, ATT, Current Atlas etc). MONITORING Is the
continuous monitoring of the execution of the plan, to ensure that the vessel is at all times along
the intended track.
1. The plan should be available at all times on the bridge to get the reference to the details of the
plan.
2. Check the progress of the vessel in accordance with voyage and passage plan.
3. Monitor that the vessel is on the intended track, (plan operating ok).
4. Identify when failures have occurred, or a contingency situation has arrived.
5. Identify when plan has to be modified.
6. Visual bearings are usually the mostly accurate means of position fixing provided the compass
error is known. In the event that the compass error is not known, plot three bearing as horizontal
angles.
7. Compass error to be checked at every watch and after large alterations.
8. Compare fixes obtained by Nav Aids (like GPS etc) whenever possible with visual means.
9. Compare fix with DR to ensure position makes sense.
10. Buoys should not be use for position fixing unless it has been positively ascertained that they
are in position, but may be used for guidance.
11. Parallel indexing or ground stabilized mapping lines are effective ways of continuously
monitoring the ships progress specially, in restricted waters.
12. Transit marks, clearing bearings, and clearing ranges.
13. GPD XTE (cross track error) mode can be used for continuously monitoring the ships progress,
however this is not to be a perfect option in restricted waters.
14. Appropriate selection of radar display and range scale settings.
15. Echo sounder should be used for continuous monitoring of depths and UKC.
16. At least one monitoring method should be independent of the vessels power supply, so that
black-out will not compromise the monitoring of the vessels progress.
17. Position should be plotted on the chart at sufficiently frequent intervals to establish historical
trends and give early warning of running into danger.
84. LIST THE MAIN TOPICS OF PART A OF THE BRIDGE PROCEDURE GUIDE
BPG PART-A: Guidance to masters and navigating officers
1. Bridge organization
1. Overview
2. Bridge resource management and bridge team
3. Navigation policy and company procedures
2. Passage planning
1. Overview
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2. Responsibility for passage planning
3. Notes on passage planning
4. Notes on passage planning in ocean waters
5. Notes on passage planning in coastal or restricted waters
6. Passage planning and pilotage
7. Passage planning and ships routeing
8. Passage planning and ship reporting systems
9. Passage planning and vessel traffic services
3. Duties of the officer of the watch (OOW)
1. Overview
2. Watchkeeping
3. Navigation
4. Controlling the speed and direction of the ship
5. Radiocommunications
6. Pollution prevention
7. Emergency situations
4. Operational and maintenance of bridge equipment
1. General
2. Radar
3. Steering gear and the automatic pilot
4. Compass system
5. Speed and distance measuring log
6. Echo sounders
7. Electronic position fixing systems
8. Integrated Bridge System
9. Charts, ECDIS and nautical publications
10. Radiocommunications
11. Emergency navigation lights and equipments and sound signaling equipment 5. Annexes
the vessel's estimated or true position;
the vessel's intended track, course and speed and draught;
any conditions and dangers/hazards to navigation expected to be
encountered during the watch;
predicted tides, currents, weather, visibility and the effect of these factors
upon course and speed;
any errors in gyro and magnetic compasses;
the status of all bridge equipment;
the settings of bridge/engine controls;
the manning of engine room;
the presence and movement of vessels in sight or known to be
in the vicinity;
the vessels security status;
any standing orders/night orders/special instructions for the navigation of
the vessel;
the possible effects of heel, trim, water density and squat on underkeel
clearance;
any special work on deck
any instructions/information given to the watchkeeping personnel to
ensure the keeping of a safe navigational watch, including maintenance of
a proper look-out.
(a) The handover should be deferred when:
The officer to be relieved is not satisfied that the relieving officer is: (i)
unfit to take over the watch through illness;
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(ii) unfit to take over the watch through drink drugs or fatigue;
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